New Zealand Trucking June 2020 by NZTrucking

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CONTENTS

WATC H T H E VID EO IN T HE D IG ITA L E D ITIO N

‘Roadie’ for life – an epic journey

Sea Swedes – Scanias flex some mussel

Blue Tattoo – return of man and machine

INTERNATIONAL TRUCK OF THE YEAR

Official Sponsor

Associate Member

EDITOR

Dave McCoid ASSISTANT EDITOR

Gavin Myers

Ph: 027 492 5601 Email: editor@nztrucking.co.nz Ph: 027 660 6608 Email: gavin@nztrucking.com

For all advertising enquiries for NZ Trucking magazine and Truck Trader contact: Matt Smith

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Pav Warren

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SUB EDITOR

OFFICE ADMINISTRATION

Faye Lougher

Georgi George

CONTRIBUTORS

PUBLISHER

Craig Andrews Carl Kirkbeck Faye Lougher Craig McCauley Jacqui Madelin Niels Jansen (Europe) Howard Shanks (Australia) Will Shiers (UK) Paul O’Callaghan

Long Haul Publications Ltd

PRODUCTION MANAGER

Ricky Harris

OFFICE

Long Haul Publications Ltd 511 Queen Street Thames 3500 PO Box 35 Thames 3500

ART DIRECTOR

John Berkley DIGITAL IMAGING

Willie Coyle DIGITAL MANAGER/CONTENT

Louise Stowell New Zealand Trucking magazine is published by Long Haul Publishing Ltd. The contents are copyright and may not be reproduced without the consent of the editor. Unsolicited editorial material may be submitted, but should include a stamped, self-addressed envelope. While every care is taken, no responsibility is accepted for material submitted. Opinions expressed by contributors are not necessarily those of New Zealand Trucking or Long Haul Publishing Ltd. All rights reserved.

UD’s Golden Child – Croner Down Under SE E E XT R A CON T E N T I N T HE D I GI TA L E D I TON

THE REST

06 Editorial 08 Road Noise – industry news 48 Just Truckin’ Around 54 Obituary – honouring Bert Watchorn 56 International Truck Stop – moo power 60 Aussie Angles – the green machine 64 New Rigs 66 New Bodies and Trailers 68 Light Commercials – electric orchestra 71 Little Truckers’ Club 72 Mini Big Rigs

This magazine is subject to the New Zealand Press Council. Complaints are to be first directed to: editor@nztrucking.co.nz with “Press Council Complaint” in the subject line. If unsatisfied, the complaint may be referred to the Press Council, PO Box 10 879, The Terrace, Wellington 6143 or by email at info@presscouncil.org.nz Further details and online complaints at www.presscouncil.org.nz SUBSCRIPTIONS / RATES:

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92 Truckers’ Health 94 Legal Lines 95 NZ Trucking Association 96 Road Transport Forum 98 The Last Mile

B R OUG HT TO Y OU B Y

0620-03

ABC Audited circulation 7092 as at September 2017 Nielsen audited readership 95,000 as at 01–2016

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EDITORIAL

Rolled user charges

he road transport industry can rightfully take a bow and fully embrace the reality that it kept New Zealand ticking over during the past couple of chaotic months. Yes, other industries were classified as essential, but without road transport they may as well have stayed home and done a jigsaw. The irony of it all is our efforts may have ensured a second term for the incumbent government. While praise for ‘their’ team’s efforts from the top two seats in the Ministry of Transport has been underwhelming, we have been rewarded via a hike in road user charges – perhaps in the Beehive they’ll be called road rail user charges? Or road ride user charges? Or road roll-on roll-off user charges? Is it any surprise we were the recipients of one of the first tax hikes in the ‘almost-post-Covid-19’ era? Not on your nelly! Yes, the tax was scheduled well before the lurgy arrived, but in the wake of recent events, surely a stay of execution at the very least was warranted, given it’s just going to add cost pressure to an already stressed economy. And remember, they said austerity is not the solution … but this is us we’re talking about. I bet the conversation behind closed doors went something like: ‘Where can we earn some fast money?’ ‘That RUC increase is coming up.’ ‘Oh, yeah? What’s the risk there? What are they likely to do?’ ‘Nothing. No risk there.’ ‘Great, press on.’ “What if they phone?’ ‘Tell them I’m out on a bike ride and I’ll phone back later.’ ‘Okay.’ ‘Right, who else…’ Apart from the fact they announced we needed to stay in the level 2 enigma for another month, the government has made much of their intention to hit big ‘shovel ready’ projects hard and get them going, creating jobs, and getting money flowing. One of the first real and encouraging indicators of just how focused and action driven they are was the excited PR saying that if the consenting process went well, then throwing themselves headlong at a footpath on the Auckland Harbour Bridge could come as soon as next year.

adapted masthead.indd 1

6 New Zealand Trucking

8/02/2012 11:02:47 a.m.

June 2020

In terms of roading, millions of dollars have been set aside for safety improvements on the stretch of State Highway One between Wairakei and the Napier/Taupo Road intersection. I’ve not heard a whisper emanating from our industry’s representation about this absurd announcement, and as far as the RUC thing goes, a couple of PRs saying ‘Hey! Jolly heck! That’s not fair’, just doesn’t cut it. What press releases from those quarters need to do is move a needle in the minister’s office labelled ‘How pissed off is trucking’. If the PR moves the needle into the orange, he or she heads to the 9th floor like Riff Raff desperate to find Frank-N-Furter. Currently I suspect our PRs are folded up and jammed under the leg of Phil’s desk to stop it wobbling. What they don’t seem to get is we just saved their bacon, big time. They owe us. They did nothing when we were the country’s life support machine, and they’ve increased our compliance costs the millisecond they could. Shit, even Trump was humble enough to say ‘Thank God for truckers!’ This lot, with a marketing arm made from the corpse of the fourth estate … forget it! Their mantra to us is ‘We’ll jam it that far up you your horn will toot!’ Every single operator in the country must be scouring their costs and overheads line by line with a ruler at the moment. If we can’t gain anything of value from our service of the past two months, then maybe you can claw a tiny amount of the RUC increase back via ineffectual fee payments elsewhere. Maybe it is time for a new era.  Dave McCoid Editor

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ROAD NOISE NEWS NEW MODELS

MIRRORLESS

ACTROS AND AROCS IN NEW ZEALAND’S VIEW

he new MercedesBenz Actros and Arocs have arrived in New Zealand, complete with the manufacturer’s innovative MirrorCam system. These are the first trucks available in the country with optional cameras instead of side mirrors. MirrorCam captures vision from cameras mounted on aerodynamic wings above

A step too far or the new benchmark?

the doors and displays it on 15” vertical screens mounted on the A-pillars in the cabin. According to Mercedes-Benz, this saves fuel and provides improved rearward vision, especially at night and in the rain. The MirrorCam wings do not protrude out as far as the traditional mirrors and are higher up on the cab, making

them less prone to impact. They can also flex in order to limit damage. In the event they are damaged, says MercedesBenz, the cost to replace a MirrorCam is no more than replacing a traditional side mirror. Adding to the safety aspect is the fifth generation of the Mercedes-Benz Active Brake Assist system, a radar/camera system that works to try prevent preventable collisions, that can now automatically perform full emergency braking for vehicles and pedestrians. The new Actros also comes with Lane Keeping Assist, which alerts the driver if the truck drifts out of the lane without the indicator on, and Attention Assist, which alerts the driver who is beginning to drive in a fatigue-affected manner. A very popular part of the safety technology suite

is Proximity Control Assist, an adaptive cruise control function that can modulate the speed of the truck in heavy traffic, even when the traffic grinds to a halt. (The full safety suite on the 8x4 Actros is still not with us and looks to arrive early 2021 – Ed.) Furthermore, the new Actros and Arocs feature new LED daytime running lights within the headlight cluster, the addition of keyless start, and a new electronic parking brake that automatically engages when the engine is switched off. The existing Euro 6, 6-cylinder engine line-up continues unchanged, in 8-, 11-, 13- and 16-litre forms, with outputs ranging from 300 to 630hp. Predictive Powertrain Control is new, and uses premapped three-dimensional GPS topographic data to help

Not much outwardly different at first glance, but lots to talk about within.

w .crediton .z|ifo@credtn.oz|08350 Controversial MirrorCam is discreetly positioned and made to be durable. the truck anticipate terrain and select the optimum shift pattern and engine response for maximum fuel economy. The system already contains data for New Zealand’s A and B roads (and many more), and it also learns the routes it travels on. The new Actros model lineup includes 6x4 Actros prime movers, 6x4 and 6x2 Actros rigids, 6x4 and 8x4 Arocs rigids and 4x4, 6x6 and 8x8 AWD Arocs rigids. Inside the cab most physical buttons and instruments have been consigned to

the MultiMedia Cockpit that consists of two 12” customisable touchscreens that ‘present information in supercrisp detail, giving the driver more control and information in a clear and stylish manner’. It can be controlled by the new steering wheel-mounted Touch Control Buttons. Additionally, the centre screen system has been designed to run thirdparty apps that customers may wish to use, such as telemetry systems (Mercedes-Benz will continue to offer its locallydeveloped telematics service for the new Actros), which

Driver just has to glance at the A-pillar to see what follows. would be certified through the MB Trucks App Portal. Local validation for this function is currently under way. Finally, also available is the new SoloStar restful cabin concept introduced last year. SoloStar replaces the fixed bed with an 850mm-wide fold-down bed, creating ample space for a driver to spread out during rest breaks, or before bed using the café-style lounge seat positioned at the back of the cab on the passenger side. “We’re excited about bringing our New Zealand customers the world’s best

I would like to thank BOP Groundspread, and the rest of the ground spreading industry for working tirelessly to get fertilizer down, helping our farmers to get through this drought season.

heavy truck technology and give them an edge by driving down costs and helping increase their profitability. The existing Actros has been great on fuel, but the new one is even better. That’s certainly the message we’ve been receiving from our validation fleet participants,” says MercedesBenz Trucks Australia Pacific director Andrew Assimo. Mercedes-Benz is offering a complimentary Best Basic service plan that applies for 500,000km or five years, whichever comes first, with its new models.

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ROAD NOISE NEWS NEW MODELS

KENWORTH T410 SAR ARRIVES

T410 SAR the latest evolution of the T610 platform.

enhance many key elements in the T410 SAR,” said Brad May, director sales and marketing, PACCAR Australia. Offering better weight distribution with its set-forward front axle, the T410 SAR is specifically designed to provide for maximum payload under Australian regulations for 19m B-double, most 19m quad dog applications, and car carrier specifications. It offers a shorter bumper-to-back-of-cab length of 2850mm.

The versatile T410 SAR is available in rigid, single and multi-trailer combinations and is currently available in a 6×4 configuration, with car carrier and 8×4 configurations confirmed for release later this year. Rated at up to 70 tonnes GCM, it is ideal for local and interstate distribution and suitable for PBS and other heavy-duty applications. The T410 SAR boasts four sleeper cab options: a 600mm aero, 760mm mid-roof, 860mm

aero, and for car carrier specifications, a new 600mm flat-roof sleeper due for release early in 2021. An optional 7” display provides access to satellite navigation systems, radio and media functions and virtual gauges, unique to Kenworth. Large, adjustable, aerodynamic, multi-way power adjustable mirrors with high strength cast break-away brackets reduce mirror vibration and offer an optimal rear view of the vehicle. Kenworth says that the intelligent mirror placement, sitting low on the cab, also allows for an effective forward line of sight, both over the mirrors and between the mirror and A-pillar, making for exceptional cross-traffic visibility. The use of asymmetric mirror arms place the mirror heads in the optimal position for rearward vision, while minimising any obstruction. A door-mounted floodlight allows safer ingress and egress of the cab and a rear cabin wall LED strip light creates a safe, well-lit area when connecting air lines and light coils in poor light conditions. To quickly identify non-functioning lights, a light check function is 0519-15

enworth has released the T410 SAR, which combines the best attributes of both a cabover and conventional truck: excellent manoeuvrability, visibility, and a minimal overall length, with serviceability, ease of cab access, and low tare. “The T410 SAR is the latest evolution of the T610 platform with 2.1m-wide cab. Further development of the platform has enabled us to refine and

Seventy-tonne GCM T410 SAR is available in 6x4 rigid, single and multi-trailer combinations.

T410 SAR is specifically designed to provide for maximum payload under Australian regulations for 19m B-double, most 19m quad dog applications, and car carrier specifications.

provided and can be activated via either the dash or a button on the key fob. Powered by the PACCAR MX-13 engine, the T410 SAR is available in either 343 or 380kW (460 or 510hp) variants and can be had with either the PACCAR 12-speed (torque capacity of 1850lb/ft and rated

to 50 tonnes GCM) or Eaton 18-speed (torque capacity of 1850/2050lb/ft and a 70 tonne GCM rating) automated transmissions. Optional is the 18-speed Eaton manual transmission. In addition to the full EBSS safety suite, the T410 SAR is available with advanced

collision avoidance and mitigation technology. The suite of technologies includes active cruise with braking, and lane departure warning. It builds on existing critical active and passive safety design elements and overall ergonomics designed for comfort and control, says Kenworth.

“Combining classic Kenworth styling with modern enhancements, the T410 SAR complements the existing Kenworth product range and provides Australian and New Zealand customers with additional solutions for their application needs,” said May.

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ROAD NOISE NEWS

SCANIA EXPANDS SOUTH ISLAND SERVICE NETWORK

cania New Zealand has added ACL Smallbone to its network of South Island service dealers. Operating from Timaru and Ashburton, ACL Smallbone will service the South Canterbury and Mid Canterbury regions for Scania. Last year Smallbone Timaru – an existing Scania service dealer – merged with Ashburton contracting business, ACL. ACL Smallbone’s new partnership with Scania adds huge value to the brand, establishing a mega site for commercial vehicles in the region. Scania New Zealand managing director Mattias Lundholm says this expansion demonstrates Scania’s commitment to provide a premium service offering. “As our network of service dealers grows, Scania is well equipped to deliver customers more convenience than ever before. The scale of service offered by the ACL Smallbone merger represented an ideal acquisition to Scania’s network in a key growth region of the country.” “ACL Smallbone was a perfect fit for our network from our first discussion,” says Scania New Zealand’s network director Colin Bowden. “Their commitment to a customer-focused dealership was clearly evident, and I know our customers will be impressed as they ramp up their new premises over the next few months.” The dealership’s new workshop in Ashburton is under construction, despite challenges presented with the lockdown, and it is expected to be open in July. ACL Smallbone CEO Gary Casey says he is delighted to have partnered with an industry leader like Scania.

12 New Zealand Trucking

June 2020

SOUTH ISLAND FUEL RETAILER NPD EXPANDS NORTH

amily owned South Island fuel retailer NPD has announced it is expanding into the North Island, with its first sites, in Porirua and in New Plymouth, to be open by the end of the year. The company has committed to six high-profile sites, five of which are under contract, and include Hamilton, Porirua, Palmerston North, New Plymouth, and two in Auckland. Chief executive Barry Sheridan says NPD is actively searching for further potential sites that will bring value to both its network and the surrounding communities. “Our North Island sites will be premium self serve sites – this site model allows NPD to offer cheaper fuel that will make a positive difference in the weekly budgets of families,” said Sheridan. He added that NPD believes North Island fuel prices are currently too high and have been for some time. “We aim to bring more competitive fuel pricing to the North Island as we have in the South Island. Our data analysis clearly shows

that North Island motorists are paying too much for their fuel – we see this as an opportunity to bring greater levels of competition and significantly lower pump prices for motorists. “Even with the Auckland regional fuel tax removed, the price of unleaded 91 last week was on average approximately 15c a litre cheaper in Christchurch than in Auckland. On other recent occasions, the differential has been as high as 30c a litre. In Porirua last week, average prices were approximately 32c a litre more than in Christchurch,” Sheridan said. NPD envisages its expansion into the North Island will contribute to more evenly aligned pump pricing, with greater cash savings, throughout New Zealand. Over the past few years, NPD has systematically expanded its network throughout the South Island in main centres and smaller communities. It now has 70 sites, with a further 16 to be completed in the South Island over the next 12 months.

NPD chief executive Barry Sheridan says NPD’s expansion into the North Island will bring cash savings to customers.

LET LAST PIECE OF WAIKATO EXPRESSWAY OUT OF LOCKDOWN SAYS AA

A’s Waikato District Council has called for the long-needed new stretch of highway from Cambridge to Piarere to be included on the list of infrastructure projects pushed forward by the government to help stimulate the economy in the wake of the pandemic. “Construction was planned to start this year,” says AA Waikato councillor Trevor Follows. “The current stretch of SH1 is simply not up to the task – it can’t safely and efficiently carry all the traffic that needs to use it.” There have been five fatal crashes on SH1 between Cambridge and Piarere in the last three and a half years, while there has been just one fatal crash across the six completed sections of the Waikato Expressway since they opened. “When we build quality, modern highways we see fatal crashes all but disappear, while the crash rate between

Cambridge and Piarere has actually been increasing in recent years,” says Follows. “It’s about realising the full benefit of all the investment that’s gone into the Expressway so far.” Earlier this year, the NZ Upgrade programme announced by the government included plans to build a roundabout at the intersection of SH1 and SH29 at Piarere and said it would be future-proofed to connect with an extension of the expressway. “The upgrade to the intersection of SH1 and SH29 is absolutely needed, and the AA fully supports that work happening as quickly as possible, but let’s do the whole route rather than just the end of it. “Everyone knows that we need to carry on the expressway from Cambridge to Piarere and the government will miss a huge opportunity if it isn’t part of the projects they push forward in the Covid19 economic response.”

TRUCKSTOPS NAPIER TOPS

ruckstops Napier has won the New Zealand leg of the 2019/20 VISTA competition (Volvo International Service Training Award). This competition, which kicked off in New Zealand in October 2019, had 30 teams from across the Truck Stops NZ and authorised dealer networks who enrolled in a bid to become New Zealand’s top Volvo Service Dealership. The Napier team, made up of Ben Treagus (team leader), Luke Ross and Shannan Smith, put in a huge effort to come out on top of what was an extremely challenging competition. VISTA is an international competition

open to all service market professionals within the Volvo Trucks’ and Volvo Buses’ global service network. Currently it is the world’s largest competition for service market personnel. “There are many components to the technical, parts and warranty systems which personnel learn through this experience,” says MTD Trucks technical services manager Bruce Harris. “That makes VISTA so important to the success of Volvo Trucks in New Zealand and most critically the success of our customers. To win you have to be consistent and that was the key to Truckstops Napier’s success.”

WAIKARE GORGE REALIGNMENT PROJECT MOVING AHEAD

he NZ Transport Agency will soon begin the next phase of the Waikare Gorge safety realignment project after securing $5 million from the Provincial Growth Fund for pre-implementation work. The funding will support the NZTA’s work to get the project ready for construction, including land purchase, consents, designation of the route, design and detailed geotechnical investigation. The business case is currently being completed, which investigates preferred alignment options and how improved access and resilience of Waikare Gorge will help unlock the Tairawhiti region’s economic potential. “The Waikare Gorge safety realignment project is an important project on State Highway 2 to make it safer and less likely to suffer closures,” senior project manager Rob Partridge says. “Whenever a section of State Highway 2 between Wairoa and Napier is closed, for whatever reason, it has a big impact on the ability of people to access services in Napier. The detour at Waikare Gorge is long and arduous, so a new road, with an easier journey through Waikare Gorge, will help unlock the greater region’s economic potential. “We are currently finalising a preferred option for the realignment of Waikare Gorge. Our analysis will look at cost, resilience, tangata whenua values, and the environmental and social impact. We hope to announce a preferred option in the coming months.”

New Zealand Trucking

June 2020 13

ROAD NOISE NEWS

RTF ASKS AGAIN FOR RUC RELIEF to themselves and their companies, the trucking industry has been refused any relief on road user charges,” RTF chief executive Nick Leggett has said. “The RTF request was at the start of when businesses were seeing the economic impacts of Covid-19 and we pointed out there was a strong case for cancelling the RUC increases due to the economic headwinds, for both trucking companies and their customers. Things are even worse than we imagined and not only is our economy

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14 New Zealand Trucking

June 2020

in serious trouble, but also many New Zealanders are now unemployed and cannot cope with an increasing cost of living.” Leggett says increased costs for moving goods mean increased costs all down the line at a time when many businesses are either struggling for survival, or are terminal. Everything comes on the back of a truck at some point, so that will mean prices going up everywhere, including essentials such as food. “We believe the government doesn’t need this tax revenue at this time, taking into account that spending from the National Land Transport Fund (NLTF) was about 7% below budget in the year to 30 June 2019 and was about 5% below budget in the first (September) quarter of the 2020 financial year. Added to this is the $15 billion of new money the government has announced for infrastructure building. “RUC for many heavy vehicles over-recovers the roading costs it is tagged to pay for. Government spending on works that relate to road wear and tear caused by

heavy vehicles is less than the growth in revenue generated from those vehicles. They are taking more, but spending less. “In his response, Minister Twyford advised the government had many ways of giving substantial and direct assistance to businesses and workers affected by Covid-19. However, he said pausing the RUC increase would not only reduce the NLTF revenue at the very time we need to be investing in transport infrastructure, and when revenue is taking a hit because of falling vehicle kilometres travelled, it would also create disparity between RUC and fuel excise duty which has already had its increase legislated. “We think that is not good enough. We don’t believe one tax should be increased just because another one has been. We think New Zealanders can’t face any more increases in the prices of essential goods at this time and businesses also cannot sustain increased costs when they are doing everything to keep people employed,” Leggett said.

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he Road Transport Forum wrote to Transport Minister Phil Twyford on 19 March, asking that the government reconsider the RUC increase coming on 1 July 2020. That increase is 5.3% unilaterally across all current RUC rates. The minister rejected that request (20 April 2020), but the RTF is calling on the government to reconsider that decision. “Despite working through the various lockdown stages of the government’s response to Covid-19, often at cost

ZF ACQUIRES WABCO

F Friedrichshafen AG has successfully completed the acquisition of commercial vehicle technology supplier Wabco. Wabco will operate as an independent division, Commercial Vehicle Control Systems, and become the tenth division of the Germany-based technology company. The acquisition unites two industry leaders behind a shared vision to create a customerfocused powerhouse to advance commercial vehicle technology. The extensive combined product portfolio now encompasses conventional and electric drive and chassis components, a comprehensive suite of sensors, as well as fully integrated, advanced braking,

steering and driver assistance systems for OEMs seeking technological differentiation for their new vehicle platforms. Additionally, ZF can offer digital fleet management solutions and an extensive global network of aftermarket services for commercial vehicles. “The combination of these two successful enterprises will bring a new dimension of innovation and capability for commercial vehicle systems technology. Thanks to our perfectly complementary portfolios and competencies, we are able to offer unprecedented solutions and services for manufacturers and fleets globally. In this way, we are actively shaping the future of the changing transportation industry,” said ZF Friedrichshafen AG CEO

Wolf-Henning Scheider. The new Commercial Vehicle Control Systems division employs about 12,000 people at 45 locations worldwide and will work closely with ZF’s existing Commercial Vehicle Technology division, ZF’s aftermarket division, and the global development team. Jacques Esculier, chairman and CEO of Wabco, has retired from his role and newly appointed Fredrik Staedtler will head the division. Staedtler brings significant commercial vehicle experience, gained over the past decades working in the industry, most recently as head of ZF’s Commercial Vehicle Technology division To the integration of Wabco, ZF links the performance promise ‘Mobilising

Commercial Vehicle Intelligence’ – ZF will offer customers a unique range of products and services. The extensive combined product portfolio now encompasses conventional and electric drive and chassis components, a comprehensive suite of sensors, as well as fully integrated, advanced braking, steering and driver assistance systems for OEMs seeking technological differentiation for their new vehicle platforms. Additionally, ZF can offer digital fleet management solutions and an extensive global network of aftermarket services for commercial vehicles. Wabco shares, previously listed on the New York Stock Exchange, cease public trading with immediate effect.

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ROAD NOISE NEWS

UPDATE ON WORK AND NEW COMPLETION DATE FOR TRANSMISSION GULLY

ransmission Gully was scheduled to open by November 2020. However, the shutdown under Covid-19 alert level 4, the subsequent adjustment to work practices and the resulting lost time over the important summer construction season, means the completion date will now extend well into 2021. The NZTA is continuing to negotiate the full cost of the impacts of the Covid-19 shutdown with the contractor (Wellington Gateway Partnership) and the builder (CPB HEB Joint Venture) for Transmission Gully, and is advancing an interim payment of $14 million, which will form part of any final settlement agreement. The parties have

agreed to carry out a winter construction programme over six weeks with a reduced workforce. “The Covid-19 standdown period and subsequent work restrictions has caused longer delays than the five weeks of level 4, due to the loss of valuable summer construction, and some of that work can’t be resumed until the weather improves again,” says NZTA transport services general manager Brett Gliddon. “The winter works programme will ensure the builder sources and brings onto site critical materials to allow the project to progress through the winter construction season. If materials, such as aggregate,

• •

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The Transmission Gully project has dragged on, and on…

are not sourced now, there is a risk the materials may not be available later in the season and could cause further delays to the project’s completion.” During the winter works programme the NZTA, the contractor and the builder will also investigate a new design for a different road surface

• •

that will improve the ongoing quality of the project and potentially allow it to be built more quickly. “We understand the public interest in Transmission Gully and we will announce the new agreed completion date and further information when negotiations are complete,” Gliddon says.

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ROAD NOISE NEWS

NZTA SAYS NO NEED TO RUSH TO RENEW LICENCES

he NZ Transport Agency is reminding New Zealanders that recently expired driver licences and endorsements remain valid and there is no need to visit a driver licensing agent or to ring or email the NZTA’s contact centre to renew the documents yet. The contact centre is experiencing some of its highest ever call volumes as Kiwis are looking to renew their expired licences and endorsements. “If your driver licence expired on or after 1 January 2020, you can rest assured

that it is still valid, and you can continue to use your licence legally until a new expiry date has been set. There is no need to stress or rush to get it renewed,” says NZTA general manager regulatory services Kane Patena. The NZTA is currently going through the process of setting new expiry dates and will advise the new date once it has been set to ensure licence holders have plenty of time to renew. Updates on expiry dates will be posted on NZTA’s website. During Covid-19 alert levels 3 and 4, the NZTA and

licensing agents had to close many services available to the public. Under alert level 2, most services are open, but capacity is greatly reduced. This is to ensure government health and safety guidelines are followed, particularly social distancing and cleaning of equipment. As a result, the NZTA contact centre and licensing agents such as AA and VTNZ are experiencing very high volumes, leading to significant wait times for customers. “We’re also currently experiencing high demands

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for practical test booking, including via our online booking system at the moment. Our priority is to ensure those who had booked tests prior to alert level 4 are rescheduled,” says Patena. Licence holders are advised that if their need is not urgent, to consider delaying booking, contacting or visiting the NZTA and its service providers. All other online services are available, so you can renew your vehicle licence (rego), pay road user charges and tolls, and manage change of registered person online.

ot If you are n ing already stay e us a with us, giv y – Give call! Actuall yway! us a call an

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THE FIGURES ADD UP At Scania, we understand how difficult it can be for operators to maintain their fleet and their service levels during these difficult times. While we are seeing a tightening in credit criteria across the finance industry, we are providing an initiative that enables you greater flexibility to rejuvenate your truck fleet without compromising vital cash flow. For a limited time Scania is offering interest only payments*. To find out more, visit www.scania.co.nz/cashflow-initiatives or contact Scania Finance New Zealand on 021 885 226. *Terms and conditions: Purchase finance offer applies to Stock Trucks and Used Trucks only and available for orders taken from 1st June to 30th September 2020. Scania Finance is subject to credit terms and conditions which are available by contacting Scania Finance New Zealand on 021 885 226. Offers exclude national fleet buyers. The information provided on scania.co.nz in general is nature only and does not constitute personal financial advice. Before making any decision, it is important for you to seek appropriate legal, tax, and other professional advice.

MADE FOR NEW ZEALAND

ROAD NOISE NEWS LIGHT COMMERCIALS

VW TRANSPORTER’S BIG BIRTHDAY TRANSIT CUSTOM BIGGER, BETTER

ord brings two new Transit Custom models to New Zealand, with the Custom Sport Van and Custom Double Cab in-van. The latter commonrail turbo-diesel engine comes with 30% more power, at 125kW, plus 390Nm of torque, with pricing from $64,990. It can carry up to six passengers entering via dual side-load doors, plus 4.4m3 of cargo. The Sport gets more flourishes to amp up the look, and additional grunt with 136kW and 405Nm delivered via a 6-speed auto. It’s priced from $59,990. Both get plenty of electronic driver assistance and safety aids, including auto emergency braking that recognises pedestrians, lane departure warning, blind spot monitoring with rear cross-traffic alert, side-wind stabilisation, a full colour rear-view camera, and more. Either variant comes with a programmable key that can be set to restrict speed, or alter audio and driver assist technology.

W’s venerable Transporter – now in its six generation – has hit the big 7-0. Also known as the Kombi, Microbus, Bus or Bulli, it started production in March 1950, launched as a rear-engined panel van, passenger van and 8-seat bus. Its engine and gearbox came from the Beetle, and payload was just 750kg. A pick-up came two years later, and by 1967 some 1.9 million had found homes. The second generation featured a sliding door and air intake grille, and the Kombi camper variant became a hit with the flower-power generation. Gen-2 continued production in Brazil until 2013, but elsewhere version

three came with a wider body, more cargo space, and better protection for occupants. A diesel engine was added, followed in 1985 by catalytic converters, all-wheel-drive, and turbochargers. The engine and drive moved to the front for 1990, with T4 getting a fresh face, new suspension, better handling and a wider array of engine choice, plus two wheelbase lengths. The T5 arrived in 2003. Vans were acknowledged as a workplace and got a lot more attention to the interior, and an all-wheel drive system arrived. Today’s T6 includes intelligent driver assist, connectivity updates and cleaner diesel engines.

PORSCHE UTE REVEALED

t’s a Porsche, Jim, but not as we know it. This sharp-looking pickup is penned by design group Adel Bouras, which has worked on a number of vehicle designs for big auto brands from Audi to Rolls-Royce, as well as more mainstream Euro badges like Peugeot. Porsche does have access to a ute platform via the VW Amarok, so a pick-up would be theoretically possible, though this concept is

likely linked to development of an off-road wagon based on Taycan underpinnings. Those who recall Ford’s Falcon RTV, or Rugged Terrain Vehicle – launched back in 2003 will know the format: a jacked-up car-based 4WD, only this time with a lot more style, an aspirational badge and, naturally, an immense torque hit. That’s assuming it gets the Taycan Turbo S electric powertrain, with its 94kWh battery electrifying two motors that together shove 560kW and 1050Nm of torque to those wheels. The donor car can reach 100kph from standstill in 2.8 seconds. Far-fetched? Not when you consider that Tesla’s Cybertruck has stacked up a wedge of pre-production orders. However, given post-lockdown economic upheaval, we reckon this Traycan will remain a pipe dream, at least for now.

Metro briefs New vehicle registrations were down 90% (or 9601 units) in April over the same month last year. Effectively only essential vehicles could be supplied, along with contactless sales for the last three days of the month. Commercial vehicles were down 91.4% in April, with the top seller being the Toyota Hilux at 59 units, and Holden Colorado (38 units). Kia topped the market with 169 units, with Toyota second on 132. It’s likely May will see greater than usual sales, especially given likely bargains as Holden NZ clears its lots prior to closure as a brand. Traffic monitoring showed a dramatic drop in commercial road activity over April, with only essential deliveries taking place. But alongside it came

a drop in urban pollution. Average air quality in the last fortnight of March showed nitrogen oxides fell almost to zero on some West Auckland days, and to half in Auckland’s centre. Equivalent data is not yet available for Wellington and Christchurch, while greenhouse gas reductions will take longer to register. Hyundai NZ and Renault NZ offered personal vehicle tours to buyers unable to visit a showroom during lockdown, by using an online Virtual Showroom. Customers called to book a 30-minute time slot to join a video call with a product specialist, who could answer questions and show how things work, from folding seats to using an infotainment touch screen. Props on hand helped customers assess load space and yes, commercial

vans were included. The aim was to prompt level 3 sales, but is likely to prove useful in future for busy businesses seeking more info from less time off the premises. Renault NZ and refrigeration expert Transcold is working to deliver a Master chiller van in two wheelbase versions,

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the longer one able to carry up to three pallets. The chiller kits are designed for the Renault Master and have been in operation in Europe for years. The vans maintain a temperature of zero to four degrees celcius, ideal for the first New Zealand company to place an order – a supplier of live seafood.

MAIN TEST

Sea Swedes

The Coromandel Coast is not for trucking’s fainthearted. The Te Huia family are icons of the road, and over the past four decades it’s Scania’s equally iconic Griffin that’s often provided the wings beneath their wheels.

Story by Dave McCoid

Photos and video by Gavin Myers and Dave McCoid

riving a loaded truck and trailer unit out of Sugar Loaf boat ramp and mussel barge terminal on the southern side of Coromandel Harbour is not for those prone to a nervous twitch. The journey from the terminal takes you a couple of twisting, winding kilometres up Te Kouma Road and then joins State Highway 25 at the base of Manaia Hill’s northern flank. It’s then up and over the steep ridges that plummet into the inlets and bays from the Coromandel Peninsula’s rugged peaks, before winding your way down the Coromandel coastline to the township of Thames. To give you some idea, the

journey from the intersection of Te Kouma Bay Road and SH25 to the northern entrance of Thames is a mere 44km, but in that distance, your rig will alter course 427 times. That’s 9.7 times per kilometre, enough to make a ballerina dizzy. You’d think it would be tortuous on tyres, axles, bushes, clutches, brakes, and engines, and you’d be dead right. Even the intersection from Te Kouma Road out onto the main drag is a climbing 170-hairpin lift-off, and yes, if you know where to look you can roll through, but it’s by no means a guarantee. A lift-off, loaded, with the truck immediately on full lock and diff-locks in, is

always on the cards. It takes a special kind of driver to work trucks in this country, and like countless other roads in Godzone, it’s a part of New Zealand’s roading tapestry that has made Kiwi drivers heading off on their OE over the years so dearly sought after.

Family ties So, what kind of special person does it take? The sort of person who might be leaving late or running well behind schedule, and simply shrugs it off. You won’t make up time in here even if you try; you’ll just wreck gear or worse. If you’re not on the edge of a 200m-drop into a gully, you’re skirting

the ragged coastline with anything from two to 20 metres onto the rocks below, or hard up against a bank that’s just begging your curtain or Dura-Bright rim to come one inch closer. If you wanted a KPI for operating on this road, the only one that figures is you arrived safely with the gear and load unscathed. In terms of having an affinity with the road, few would match Sea Product drivers Carl ‘Pin’, and Stephen ‘Bomb’ Te Huia (see sidebar). Their Dad, Wally, pioneered the Coromandel to Auckland and return freight run in the late 60s for local businessman Bruce James, before the truck he drove was

Sea Products 1998 Ltd’s fleet of three R Series Scanias. A great opportunity to check out past and present all on the same job, in the same company.

New Zealand Trucking

June 2020 23

Both trucks waiting for the next barge load.

WATC H T HE VID EO IN T HE DI GI TAL E D ITIO N

absorbed into the Colville Transport operation in 1975. He stayed on doing the run, as he did when that company was acquired by Thames Freightlines Ltd in 1976. Taking on an owner-driver contract set the scene for what would become a legendary status for not just the unflappable, ever cheerful, and jovial Wally, but wife Shirley and their family of five truck-crazed boys also. Being local, their commitment to ensuring the people of the Coromandel got the goods they needed was relentless and unfailing. Unloading and loading freight was often a family affair, with the day of the week or time of the day it all took place being of little or no consequence. The freight run days maybe gone, but Te Huias on the Coromandel Coast road most certainly aren’t. Sea Products

1998 Ltd co-owner Jason Bull can rest assured that his high-end fleet of Scanias is pretty much in the best hands he could rest responsibility for them to.

Back to the future And that brings us back to the Te Kouma boat ramp and the barge terminal, on a crisp autumn morning in early May, with two pristine Scania R620 truck and trailers glistening in the sun. We’re here with Pin and Bomb, waiting for a Paddy Bull Ltd mussel barge to appear around the headland laden with the shelled bounty fresh from the commercial farms about an hours ‘steam’ – it’s boating jargon – away. Pin, 57, and Bomb, 49, like their three brothers Royce ‘Jumbo’, Russell ‘Foxy’, and Ben … ‘Ben’, are Te Huia to the core. The skill level on the

Bomb loads a stillage of sacks job is stratospheric, but the true essence of life is finding even the tiniest thing that will allow you to take the piss out of one of the others, or whoever’s in target range in all reality. The Te Huia family ethos is framing incredibly hard work with good, fun humour that never hurts or offends. It’s their Dad and Mum to a tee. Suffice to say the half hour we had waiting

for the barge went in the blink of an eye, and resulted in aching ribs. It also gave us a moment to look at Scania’s latest and last generations sitting side by side. As we said back in the APL Direct review (New Zealand Trucking magazine – March 2019), Scania is a master of evolution. Each carrier of the famous bike pedal and Griffin logo has

SEE TH E GA LLERY IN TH E DIGITA L EDITON Both trucks pull out, heading for their respective destinations. a completely different look that’s instantly recognisable, and that’s a clever thing. The immediate standout on the latest NTG (Next Truck Generation) is glass. There are acres of it. The windscreen is bigger and wraps around to A pillars set slightly aft of their predecessors; all part of improving the left-right clearance that’s the bane of so many modern ubersafe cabover trucks. There’s more glass in the enormous doors, which also have a lower sill line. All this sets up the pulled-down grille, with quarter panels more prominent in the cab’s visual impact also. Overall, it’s a ‘squarer’ look, one that you have to say you can get right, and, well, not so right, in terms of cosmetics. Most efforts you see are aimed at softening the visual impact of the huge windscreen, and Sea

Products has chosen grille highlights in blue to draw the attention away from the glass, and it works miraculously well. You just keep looking at the blues cab lines that flow into the blue grille bars. The result looks great. Bomb gets to reside in the High-Line cab, as opposed to Pin’s ‘Normal’ sleeper – there’s also a flat roof sleeper in the range. Having the High-Line pulls the admirer’s attentions in yet another direction, which again helps soften the omnipresent glass. Interestingly, the Scanias are as much part of the back to the future theme as their drivers are. The Scania brand features heavily in the driving lives of Te Huia generation two. Pin took over the Coromandel freight run working as an employed driver for Thames Freightlines Ltd when Wally decided

to have a crack at semiretirement – ‘Yeah nah’ – even now you’d have guessed that failed; he was back behind the wheel in no time. At the time he finished on the run, Wally had an FR Mack A-train, but that was soon replaced with a 32m Scania truck and trailer. From there Pin progressed to a 112m, before getting a V8 142m that had come to the now Provincial Freightlines Ltd (PFL) via their acquisition of Paeroa-based Provincial Transport Ltd. By this time Pin had moved on to the company’s bulk division. Bomb, too, has Scania in his past. Readers will remember him at the wheel of a brand new PFL 124c 470 compound turbo, featured as the main test truck in Truck & Driver magazine back in the mid 2000s, and it’s worth noting Royce and Russell

have strong ties to the Griffin also. To round things out, Wally ended his career on a 124c skeletal logger at PFL also. ‘What about Ben?’ we can hear you all saying. Ben’s never driven for a crust but works in a senior operations role at C3’s Mount Maunganui log terminal. So, yes, Scania has been a recurring brand, and was a lead contender in a wellconsidered choice when a loyal but aging DAF needed replacement at Sea Products 1998 Ltd in the early twentytens.

Here and now Pin started at Sea Products 1998 Ltd just over eight years ago, having spent more than a decade in operations and management at PFL, and then Linfox Logistics when that company brought Provincial Freightlines in 2007.

New Zealand Trucking

June 2020 25

“Time had run its course there, and I was ready do something with less pressure and more enjoyment. For me, that’s always trucking. This job’s the perfect compromise, Jason lets us run the trucks and we have a huge input into what’s purchased. ‘You have to drive and it and work it, so you have to be happy with it’, is what he says. “It also allowed me to come home to Coromandel, not just to live, but to work also, something I’d been working toward for ages.” When Pin started the fleet comprised a couple of smaller locally based trucks that supported the barges, and distributed product, with the sole line haul truck the DAF CF85 8x4 and 4-axle Domett trailer. It fed the main processing plant in Drury from the Coromandel operation, as well as servicing the company’s farms in

Northland, and spawning grounds in Kawhia. The DAF was a loyal and honest trooper in what is a harsh working environment. The Sea Products life is not easy on a truck. There are no good roads to ply, and lots of salt to contend with. With the DAF at life’s end, Pin started scouting the market for its replacement. Having looked at a decent breadth of offering, the decision was made in late 2012 to go with Scania, and an R560 8x4 was bought. “It towed the old 4-axle trailer for a while before the new 5-axle one arrived. She’s done 660,000km now with routine servicing, and is the overflow truck. At some stage next year we’ll probably build a new 5-axle for Bomb and then the 560 will get the 4-axle trailer,” said Pin. With continued rapid growth in the business and

demand for the company’s product, more gear was needed. “We never just go ‘yep, order another one’, we always have a look at the market, and what’s on offer. Jason puts a lot of trust in our knowledge of trucking and we have to repay that by doing the right thing when helping spend his money. Take the new one. Bomb wanted to have a good look at a Volvo but they couldn’t match the Scania on price; it just didn’t stack up.” With another round of vetting complete, it was again a V8 Scania that joined the fleet in 2017, this time an R620. “The performance improvement was instantly apparent when the 620 arrived,” said Pin. Then he laughs. “Compared with the

Pin at the Drury factory. Product on, product off.

26 New Zealand Trucking

June 2020

old man’s Detroit powered TK, or the 237 Mack, the 560 was in a different universe, but the 620 was a step up again from that. Pretty much a gear up on all the hills at full weight.” The arrival of the new R620 meant the need for an additional driver, and Pin knew just where to go. At the time Bomb was driving for AZTEC Forestry Transport Developments contractors Chris and Jodi Angus out of their Matatoki operation. He’d been in log trucking for a

New Zealand Trucking

June 2020 27

long time and the unsociable hours it often demands were starting to take their toll. Bomb was in search of a better work-life balance in terms of hours of the day when he could be awake and enjoying life with the family. “Chris and Jodi were great to work for, but 1am and earlier starts take their toll eventually on both you, and the family.” The opportunity was too good to pass up, and so he joined to drive the R560 around the time the R620 arrived. And now in 2020, the NTG R620 has motored up Te Kouma Road, in the gate, and taken its place in the top yard, with Bomb stepping out of the ‘old girl’ (yeah right) and into the NTG, which in itself is classic Te Huia style (apples never fall far from the tree). “Nah, I’ve had a new truck, so it was right for Bomb to have this,” said Pin.

Muscle up The operation, being what it is, sometimes requires a product-over-plant mindset, and on occasions the trucks will run all or part of a journey truck-only. “If I said to Jason we need

You get a whole lot of displacement for your dollar. There’s no question about that. Daily checks are under the front panel. And yes! You can even dip the oil on an NTG if you want.

28 New Zealand Trucking

June 2020

a 730, he’d be ‘yep, cool’ but the truth is we don’t. Bomb’s running 22.5m at 45 tonne at the moment and we’ll probably up that to 48, and then 50 with the new trailer, and I run 50MAX. That’s all you can do on our routes, and on occasions, running up North and that, we often go truck-only,” said Pin. Wise words they are too, because there are precious few Sea Product kilometres that warrant a power to weight exceeding the 12.4hp/ tonne the R620s deliver in a worst-case scenario. We say that because the bulk of the climbing profile the trucks engage in is the nasty stuff, the narrow, twisting, short-burst, hairpin type stuff. There’s next to no Napier-Taupo style Titiokura, Turangakumu, or Otago’s Kilmog type hill that allows a 700hp banger to blast its load to the top ASAP. For Pin and Bomb it’s all about finesse. Over-aggression will simply blow the R&M, fuel, and tyre budgets to smithereens. The best indicator of the care taken at the wheel is a 2.11kpl average consumption over the 260,000km life of Pin’s R620 to date. The natural laid-back style of the

brothers means they trundle up and down the coast with the big V8s just percolating. Combine that with the load factor and the adaptive cruise, and pennies soon become pounds. Some ‘zoomer’ forming a romantic obsession with the throttle and brake is going to get a much different result. “When the coast road was closed last year for a month or so we had to get out via Whitianga [another 67km of ups and downs]. It also increased the time pressure maintaining the schedule. That blew the economy to bits and it’s taken the thick end of year to get the life-to-date average back,” said Pin. Bomb hasn’t had the joy of the coast road being closed

in the new wagon, so he’s off to a roaring start at 2.34kpl, which is what Pin’s trying to claw back. We’d love to know what they could achieve with Ecoroll and a Euro 6 burner. As a rule the Scanias don’t do colossal annual kilometres. The most common run is Coromandel to the processing plant in Drury, South Auckland, a round trip of about 260km, taking about four hours’ travel time. Add some drops in Auckland and you can tack on 60- or 70-odd kilometres. The trucks not only service the company’s harvest and farming operations in Coromandel, Northland and Kawhia, but also ensure the business has everything it

needs to function, things like mussel buoys, the timber frames and nets the mussels and oysters call home as they mature from their juvenile state, the special rope the frames hang on, bits for the barges – the list goes on. Average payload therefore can be hugely disproportionate compared with its value to the business.

Trip of two halves In terms of trucking journeys, the run out from Te Kouma to Drury is as two-sided as it gets. For pretty much the first half you risk RSI in both shoulder and elbow joints, and you’d have to know your smart-wheel better than the back of your hand if you harbour intentions of

optimising the functionality. The second leg, however, across the Hauraki Plains through the gentle rolls of rural Maramarua and Mangatawhiri and on up the Southern Motorway, is as passive as it comes in New Zealand. The Sea Products trucks are specced with the offroad mode in the Opticruise AMT transmission, giving them Power, Economy, and Off-Road. This allows the trucks to claw themselves up the hills with snappier shifts. As we said above, the first 170° upward facing give way intersection out is, to put it bluntly, hideous. As we rolled out of Te Kouma Road the 28 tonne of bulk bags on the deck gave

Bomb rolls north from Kopu.

New Zealand Trucking

June 2020 29

The natural happy place for a Te Huia. Carl ‘Pin’ (top) Stephen ‘Bomb’ (bottom) Te Huia – few drivers have more experience on the Cromandel coast road.

us close on 50 tonne GCM. The bags are weighed at the time of loading so keeping on the right side of the constabulary is not hard. “The trick is knowing where to look for traffic as you approach the intersection,” said Pin. “If you have to stop it can be a mission, so not stopping is the idea. A new guy up here recently in a B-train stopped for traffic, and, well, she was a bit of an act watching him get going. I thought I was going to have to get the tractor for a moment.” With the diff-locks in, Pin wheels the Scania around and into the climb. Shifts are made manually all the way through

Bomb in Opua. Servicing the farms in the far North is part of the weekly agenda.

30 New Zealand Trucking

June 2020

the hills until he’s down onto the coast. “It just makes too many shifts in auto and loses so much. Coming home empty, from the time I start to climb away from the coast I’ll make five gear changes getting back to the load-out terminal. If I leave it in auto, it makes 28.” Pin snaps through the changes in off-road mode initially. Once out on the coast he switches to auto power mode until the road simmers down a bit, about 18km from Thames, where he changes to economy and leaves it to do what it wants to until the Bombays. ‘M’ for climbing is pretty much the mantra in the tricky stuff.

“It’s the best way of driving out that I’ve figured through a bit of trial and error.” Bomb, on the other hand, pretty much leaves his in manual. “Oh it’s just too busy,” he laughs. “Changing, changing, changing, I just change when I want.” Interestingly, the new generation GRSO905R 14-speed Opticruise transmission in Bomb’s NTG is noticeably slicker on the shifts, courtesy of the layshaft brake that, according to Scania, improves the shift time by 45%. “Oh yeah, hell yeah,” said Pin. “I drove Bomb’s and man, you notice it all right.” Powering up the Manaia Hill (FYI, say the steepest part of Eastern Titiokura or

WONDERFUL FOOD, WONDERFUL STORY

Making sure the salt water from the mussels stays on board while moving is imperative. (Top) The big stainless tanks can capture over a tonne of water. (Bottom) The rear tanks are often left two-thirds full to preserve traction when empty. Crib Wall on Porters maybe, something like that) the Scania holds 6th at 30kph and is ticking over at a sweet-sounding 1600rpm. The V8 in both gigs is the Euro 5 variant, with Scania offering the bent 8-pot in either 5 or 6 currently. Peak torque of 3000Nm (2213lb/ft) is flat from 950 – to 1400rpm, with peak power arriving at 1900rpm. The two lines cross at 1400rpm, with power right on 448kW (600hp). So, the message is, don’t aim for the number on the lower right side of the grille when your welly’s on the throttle, just let it bobble along; it’ll save you distillate come day’s end. As we rolled through the easy country, that’s exactly what the trucks did if left in ‘A’, 1400 and lower, never seeing more than 1600rpm. Cruising the NTG chalks up 90kph at 1400rpm, while Pin’s seems like it’s on Valium at 1200rpm. Thrust-wise there’s not much in it when comparing the trucks, although Bomb’s has a mere 13,000km on the clock and Pin’s has 260,000. Pin’s adamant that it won’t be too long before the new truck has the edge. “You can feel it’s there, it’s just not quite there yet.” Being 8-wheelers with that pesky, yet

he ANZ Truckometer is a well-respected economic measure, working on the premise that truck activity is an indicator of commercial vibrancy. Likewise, the Sea Products Truckometer is an excellent gauge of the rise in popularity of mussels, the bivalve mollusc currently enjoying wonder-food status in the global pantry. Within pretty much the space of a decade, Sea Products 1998 Ltd has gone from one DAF truck and trailer to three R series Scanias – that’s a great Truckometer result. Sea Products 1998 Ltd is one arm of a family business symbiosis built by the Bull family and it’s a shining light when it comes to jobs and prosperity in regional New Zealand. Jason, his brother Mark, and their uncle Peter A.K.A. ‘Paddy’, own Sea Products. Sea Products specialises in oyster growing, and processing, as well as mussel processing. Peter’s aquafarming operation under the name Paddy Bull Ltd focuses on mussel growing. All in all, a fabulous, incredibly humble, Kiwi success story. If you wandered into the Drury factory and asked the guy where you might find Jason, he’d likely stick out his hand and say ‘g’day’. Hence, we had no chance of a pic for this sidebar,

“That’ll be the %$#& day.” In terms of the trucking, it’s another example of the trucks being part of a bigger picture, part of the means to the eventual ends. Like their barges, the Bulls rely on machines to get what is a time-sensitive product to wherever it needs to be. From the moment the mussels emerge from the water into the light of day, the clock is ticking. Operations revolve around harvest times and barge movements, all called and conducted by Jason and Mark. That means odd hours at times, and the absolute reliability of all machinery. In trucking parlance, an NTG R620 8x4 Scania and trailer with fridges, insulated curtains, and stainless decks and drains is not far off being the ferry at the top of the CapEx tree, but the truth is you could probably buy four of them for the price of one decent harvesting barge. The point being, it’s all relative, and those wee truck things can’t be the reason operations halt, and that in turn is the reason the transport happens in-house. ‘Where’s that truck?’ is not a call Sea Products will ever make. ‘It’s almost there’ – when it’s actually 120km away – is not an answer they will ever hear. When it comes to supporting local, you won’t do better than Sea Products 1998 Ltd.

glorious second steer, traction needs to be watched at times. The Domett bodies and trailers have huge stainless steel catch-tanks that harness the salt water leaking from the cargo. The salt air might be a true sailor’s paradise, but trucks hate it, and significant dosh is spent keeping Neptune’s condiment out of places it has no right being. The guys drain all but the two rear tanks on the truck while unloading at Drury, the reason being traction heading home. “It just gives you that bit of comfort heading home, especially if it’s raining,” says Pin. Of course for work like this, one of the really great tools in Scania’s arsenal is its legendary retarder. The old adage of go down in the gear you went up in, or even one lower, went out the window in the Griffin’s world years ago. Now it’s a case of descending velocity being in direct correlation to your level of common sense and general mental state. Being graduates of the Wally Te Huia University for drivers, probably the trucking equivalent of Oxford or Cambridge, the brothers’ common sense is high, and their approach to restraining gravity’s potential reign of terror optimises everything that’s fabulous about the R4100D retarder. “You have to watch them,” said Pin. “They’re awesome, but in the wet she’d lock you up.” The auxiliary brake setup comprises a five-stage retarder with exhaust brake included on stage 5. At full noise she’ll provide a mindblowing 4100Nm (3024lb/ft) of hold back. On the NTG it’s clutched out when it’s not in use, so doesn’t contribute to unwanted drag, saving fuel. Both trucks have descending control, but for the same reason an R730 wouldn’t really contribute much more in this country, neither is a truck-managed descent much used. The

32 New Zealand Trucking

Both the NTG and it’s predecessor offer their driver a workplace our forebears wouldn’t have thought possible in a truck.

SO MUCH ROOM, SO FEW FLOWERS

iding in either cab is a surreal experience; they’re both like a high-end hotel room. Both interiors consistently registering around 66 to 67 on the noise meter. Scania does dashboards so well; austere doesn’t come into their mindset when presenting a trucker with their workbench. As gorged with tech as it is, they still have a proper dash, both trucks with beautiful wraps, and like the outside, the older truck’s interior has a more flowy, curvaceous theme, and the NTG a more ‘here’s where it starts, and here’s where it stops’ groove. In the NTG the dash is lower, the screen bigger and wrapped at the corners, you’re closer to the windscreen and door, and left-right clearance visibility is much better. In terms of the actual dash layout the NTG binnacle is swishier, but the wrap seems a little more cluttered. One thing we don’t like is the headlight switch mounted in the top of the door sill. As Pin said, it’s too exposed to weather, and

June 2020

the old risk of an errant fork hoist banging into the door and rendering the truck’s ability to get home after dark compromised would be … an irritant. If you want one on the door, well and good, fill your boots, but put one on the dash too, one on a separate circuit. A quick review of the NTG insides seeing as it’s the only one you can buy new. The red framing the binnacle? Very cool, and the electronic gauges pin-point clear. Trip, telematics, driver coach, load distribution, and all the truck stuff in general, is sourced ex the data screen in the central binnacle, while infotainment, switches, climate, and brake levers are in the wrap. Airbag control buttons are down to the driver’s right, and on a remote also. The left spoke of the smart-wheel houses music and phone, the right adjusts the menu controlling the vehicle data, while the wee toggles at the bottom of the hub deal to adaptive cruise and descending. Wipers, indicators, and dip are at home on the left wand, and the shift/retarder is on the

PIN’S

right. It’s all a pretty standard plan in a 2020 truck. Of course you won’t be able to poke a hole in Scania’s choice of materials in either truck. Less plastic on the dash maybe? Generally speaking, the choice of coverings is heavy to the feel and has an air of superb, enduring quality. Whether it’s the rubber, upholstery, plastics, or linings, it feels like your purchase dollar was rewarded with a fine product. Bomb has the edge on storage thanks to the Highline, with oodles overhead and everywhere you look really, and both trucks have huge external caverns accessible from inside. The Highline cab also allows Bomb to stand up, with only a 155mm blip in the floor. The cab will certainly light up your life after dark, but both brothers believe the older truck is easier to access. We thought they were both a joy to climb into, and you’d ascend the four steps into the truck with coffee in hand easily. So now, the trillion-dollar question, which inside is

BOMB’S

Both cabs are lovely places to spend a work day, but the room and extra storage in the NTG’s Highline cab makes it a home away from home. Access to both cabs is first rate. cooler? Oh my goodness, do we even go there? There’s no question the old model has a more, personal and private ambience. The expanse of

glass on the NTG certainly give it more of ‘hello world’ feel. Moving on… Oh, the flowers? Well, Wally was renowned for filling the

cab of his trucks with scented plastic flowers. How many Wal would have crammed in either of the R620s is anyone’s guess.

New Zealand Trucking

June 2020 33

S P E C I F I C AT I O N S

Scania R620 LB 8x4 MSA Tare: 13,100kg GVM: 33,200kg GCM: 60,000kg Wheelbase: 5100mm Engine:

DC16 17 L01

Capacity:

16.4 litre

Power:

462kW (620hp)

Torque:

3000Nm (2213lb/ft)

Emissions:

Euro 5 (SCR)

Transmission:

14-speed Opticruise GRSO905R

Clutch:

K432 26 Automatic

Front axle: AM620 Front axle rating:

6700kg (each)

Front suspension: Parabolic leaf spring, shock absorbers Rear axle: ADA1303 Rear axle rating: 19,000kg

terrain’s too variable. Having been in Europe recently you can see clearly the mindset that spawned outrageous power and managed descending, but we’re a generation or two away from enjoying max utility from such wizardry in all reality. In terms of not much use, neither do these machines sport lane departure. SH25 is one of those roads where the size doesn’t befit the prize, and big truck combinations simply don’t always fit. If it were there, the lane departure microprocessor would be in a permanent state of PTSD.

Gentlemen – choose your carpet Comparing the ride of two R620 Scanias is like comparing two of your granny’s date scones. The NTG is literally more of a magic carpet because Pin has one layer of steel between him and the planet – his passenger two – whereas

34 New Zealand Trucking

Bomb and his guest have nothing but air! It’s interesting to note, the air front end on the NTG was at times firmer than the older truck. The ride was just as nice and they floated over the endless imperfections, but there was a detectable intolerance for silly road nonsense on the part of the NTG. The big ups with the air front though, are negotiating the boarding of a barge, or the irritating dip backing into the Drury factory. Bomb simply lifts himself clear, and all’s good. In fact, you might see him at the next Beach Hop with air-ride street cruisers bouncing up Whangamata’s main drag, we’re picking. “They lifted the rear catch tanks on this too,” said Bomb. “They can be prone to scraping on the other truck. There are six bumper options for these and the one it arrived with was way too low, June 2020

Rear suspension:

2-spring and 2-bag air (x2)

Brakes:

Full disc EBS/ABS

Auxiliary braking: Scania TMS R4100D 5-stage retarder Additional safety:

Hill Hold

Fuel:

500 litres

DEF tank:

75 litres

Wheels:

Alcoa Dura-Bright

Tyres:

275/70 R22.5

Electrical: 24V Cab exterior: Steel cab, ECE-29 rating, stone guard, air management, LED lights – roof, bumper mount, heated electric mirrors, keyless entry Can interior: Black velour, climate management, fridge, air suspended driver and passenger seat, 800mm lower bunk, manual roof hatch

so we got this one with more clearance.” The Hauraki Plains provides a great ride and handling test. Built on peat, the road has about a 20-year life between rebuilds. Based on 1990’s criteria, she’d be about ready for the ripper now, but

under Phil and Julie-Anne’s reign, it’s probably halfway buggered if that. The NTG has the front axle 50mm forward of the previous truck, designed to curb dive under brakes (up to 2m improvement in emergency stopping), improve centre of

S P E C I F I C AT I O N S

Scania R620 B 8x4 NB Tare:

13,900kg

GVM: 33,200kg GCM: 60,000kg Wheelbase: 5150mm Engine:

DC16 115 L01

Capacity:

16.4 litre

Power:

462kW (620hp)

Torque:

3000Nm (2213lb/ft)

Emissions:

Euro 5 (SCR)

Transmission:

14-speed Opticruise GRSO905R

Clutch:

K432 26 Automatic

Front axle: AM640S Front axle rating:

7100kg (each)

Front suspension: Air Rear axle: AD400SA Rear axle rating: 19,000kg Rear suspension:

2-spring and 2-bag air (x2)

Brakes:

Full disc EBS/ABS

Auxiliary braking: retarder

Scania TMS R4100D 5-stage

Additional safety: AEB (Advanced Emergency Braking), Hill Hold Fuel: 500 DEF tank: 80 Wheels:

Alcoa Dura-Bright

Tyres:

275/70 R22.5

Electrical: 24V Cab exterior: Steel cab, ECE-29 rating, stone guard, air management, LED lights – roof, grille, and bumper mount, heated electric mirrors, keyless entry Cab interior: Black velour, climate management, fridge, air suspended driver and passenger seat, 800mm lower bunk

gravity, stability, and ride. It’s certainly quicker to respond to steering inputs; there’s just no question, and this is endorsed by Bomb. “Oh yeah, it reacts instantly. It’s more way responsive than the old truck.” The use of cruise control

is imperative on roads like this; the impossible to avoid throttle action if motoring on the right foot not only annoys engine rev consistency and therefore consumption, but it irritates the heck out of cab geometry also. The NTG has an air

passenger seat, which added to the serenity. Pin said his was supposed to come with one but it must have fallen overboard coming through the Suez Canal or something because it certainly didn’t turn up with one. Suffice to say it was a credit to both machines that the ride was difficult to pick in terms of preference. Air, steel, air, steel, foam, or, air, air, air, air, foam … the jury’s out. Handling and braking were both on point. You can tell when they’ve nailed the ergonomics and driving possie. I took the wheel of the NTG and placed the truck on the road instantly, and further up the track a road crew were playing the ‘how narrow can we make the coned lane’ game, and it was no effort at all to slip the big Swede through while chatting with Bomb. The steering’s feather light, and the brakes progressive and reassuring; although you all know me by

now, I love an organ-pedalled brake. It’s just a thing. The windscreen and general reposition does help with leftright vision no question, but there’s also no doubt we may soon all be reflecting on days when trucks had mirrors. Even though both trucks fairly represent the last decade’s top echelon in what European vendors pedal in term of a freight carriage, you can see what almost €2 billion and 12 million test kilometres in R&D brought you in the NTG.

‘Bling’ it on! If it lights up, or shines, it’ll find its way to a Te Huia truck. Again, it’s all part of the family genome. Pin even drills holes in truck posters, inserts tiny LEDs where the lights on the truck are, wires it all up behind, plugs it in, and glory be! A poster like no other. His elation is only matched by partner Mel’s fear of what night the house is going to

New Zealand Trucking

June 2020 35

burn down. Women! Bomb didn’t like the Scania hooter, so there are train horns hiding somewhere in the bowels. What this all means is the Bulls are again on a winner, knowing their food industry flagships will turn up at customer sites in a state that any part of the truck or trailer could be eaten off. In fact, Pin won the New Zealand Trucking magazine truck of the year in 1999 when he was driving a CH Mack for Provincial Freightlines Ltd. As such the Scanias have their share of stainless steel, additional lights, Dura-Bright alloy wheels, and polish! “Zephyr’s the best polish I’ve come across. It’s bloody great stuff,” said Pin.

Summary ‘It’s what’s on the inside that counts’. The old chestnut parents tell their kids who weren’t blessed with the Brad Pitt or Halle Berry looks gene. But when talking trucks, nothing’s truer. The Bulls have a lot on their plate without thinking about where their 620hp Scandinavian flagships are, much less how they’re being driven. It’s all very well having the pinnacle gear on the road supporting their maritime farming businesses, but if they don’t have the equivalent in terms of drivers at the wheel, it could easily go badly, quickly. Luckily, they have the best of both. As trucks, and practitioners of the profession go, they couldn’t do any better in 2020. The reality is the trucks come down to preference, consistency of plant, and the vendor relationship. In terms of drivers though? Well, they have go back to 1969 and a glass half-full, jovial, hardworking, skilful and humble husband and wife team to thank for their evolution.

DOGS AND GRIFFINS

(Top) The Te Huia family (Back row) Carl ‘Pin’, Royce ‘Jumbo’, Russell ‘Foxy’, Stephen ‘Bomb’, Ben ‘Ben’. (Front row) Wally and Shirley. (Right) The pinnacle of the family freight era was the FR Mack. The last truck before Wally had a crack at semi-retirement. The run was absorbed into the Provincial Freightlines fleet.

1 2

Pin’s Scania career: 1) His 82m, the first Coromandel freight truck once the run was assimilated into the Provincial Freightlines fleet; 2) The 112m, a truck he still rates as one of the best. A real toiler and still on the road in the South Island; 3) The 142m V8. Was in a sorry state on arrival from Provincial Heatons, but soon received from the Te Huia treatment; 4) Bomb drove this 124c 470 from new at Provincial Freightlines Ltd.

0919-44

‘ROADIE’ FOR LIFE Story by Alison Verran

Photos by Alison Verran and as credited

The Marsh Kenworth K200 that Bruce drives today. Photo Credit: Kurt Scatchard.

Bruce ‘Roadie’ Clotworthy turned 60 not long ago. If ultimate success in life is best measured by pursuing and earning a living from that which you love doing most, then Bruce must surely be a mentor to all.

A ‘

top bloke, and a genuine guy, a trucker through and through’. An accurate portrayal of Bruce ‘Roadie’ Clotworthy, from those gathered to celebrate his 60th birthday recently in Tauranga. Bruce was also celebrating 40 years of trucking and a lifetime of being around trucks. Bruce started his trucking life in Tokoroa in 1960, the son of Isabel and Roger – a truckie, driving for T. Doidge Ltd, Tokoroa. As young as three years old, Bruce would ride in the truck with his Dad, and learned to do what truckies do. In time he was allowed to get out and help chain up and hook up trailers, loving every single minute. Once he could reach the pedals, 10-year-old Bruce was

driving the trucks around the Doidge yard and backing them into the workshop. “God help you if you got it wrong,” Bruce says. His father taught him from a young age ‘if you’re gonna’ do a job, do it properly first time’. When other blokes would ask Roger ‘What’s Bruce up to?’ the response would be ‘just learning’. To this day, Bruce believes a young fella has to hang around and ride with an old fella, to learn the correct way. Bruce was raised old school, quoting his Dad with gems like: ‘Unless you’re dead boy, you show up for work’, and ‘If you’re going to sulk, go and sulk with your mother’. The trucking life is definitely in Bruce’s blood. Two of his four siblings followed in their father’s footsteps. Bruce says

(Top) Bruce’s early ‘schooling’ at T Doidge Ltd included classrooms like the legendary Brutus International logger that his father Roger drove for the company. (Above) Bruce and sister Kathryn in front of the original T Doidge ‘Brutus’ International. Photo Credit: Clotworthy collection. growing up he knew nothing else in life. At school, he was told off for not paying attention, more so in Room 1 at Tokoroa Intermediate, where Bruce had the best view of the

Mangakino highway! School holidays were spent working at the Doidge yard, often painting wheels and trailers. At the end of each day, Bruce would jump into a

New Zealand Trucking

June 2020 39

The molasses years started with Brett Marsh and moved to BR & SL Porter when they bought the tanker business. This bK108 came after the black K104. truck loaded with export logs and catch a ride to Mount Maunganui. On the return trip, the driver would ‘give the young fella a drive home’. In return, Bruce would have the job of truck washer. When the days of attending school were over, Bruce served his time as a mechanic at TRT in Te Rapa, Hamilton, where his years spent in and around trucks were put to good use. When gear needed to be backed into the workshop, Bruce was the one called on to oblige. Bruce gravitated around the blokes with a good work ethic and made sure he knew who was who, so he could catch rides around the countryside and learn.

Much of his experience was gained from Bryan McRae, in his early days at Total Transport. After a day at TRT, Bruce would jump into Bryan’s truck and drive it to Auckland while Bryan slept. On their return to Horotiu, Bruce would wash out the stock crates in the middle of the night, then Bryan would drop Bruce off in Hamilton on his way through, ready for Bruce to start his day job. Similarly, during his holidays or on weekends, Bruce could be seen at General Foods’ yard in Hamilton, waiting for an opportunity to catch a ride on an RFL linehaul truck, to see the country and learn even more. Those days riding with

RFL gave Bruce the passion to pursue a linehaul career. RFL driver at the time Robbie Shaw sums it up best when he says “Bruce was undoubtedly keen to learn”. Bruce claims during these rides, one driver taught him how to drive quick and smooth, while another taught him how to drive ‘25’ hours a day but still be an hour early for his next pick-up! As soon as Bruce turned 18, he was off to sit his HT licence. He worked part-time driving on weekends, while finishing at TRT. In 1980 he started at Alexander Grain, driving all over the North Island. These were pre-logbook

days – logbooks came in 1987 – driving 80 to 100 hours per week, when trucks were competing with rail and there were ‘amended’ waybills. Having only a 150km limit to your destination, drivers would pretend to unload and reload, write out a new waybill and carry on for the next 150km. These were also the days of driving 200,000km per year on low horsepower. Bruce moved to RMD, driving a single drive Kenworth with a Cummins NTC350, followed by a truck and trailer unit with a KT450, unquestionably big horsepower back in the day. These cab and chassis were Canadian imports, a preferred

Bruce has certainly driven some of the country’s iconic trucks. A line-up of some of RMD’s great machines he’s driven in his time. The truck and trailer W model had K-block Cummins power. Photo Credit: Clotworthy collection.

The fleet line-up.

This Total Transport Ltd Mack FR Stock liner driven by Bryan McRae was a regular after-work destination for young Bruce. While Bryan caught up on some sleep, Bruce took the helm. choice by many companies at the time. In 1986 Bruce began a memorable 14 years at TD Haulage. He began driving a Kenworth W924, and ended with a new cabover Kenworth K100E, transporting wood chip and fertiliser. With a couple of short stints in Australia under his belt, an opportunity came up to drive for Brett Marsh, carting molasses. To this day, Bruce says this was the best job ever. BR & SL Porter purchased the molasses tankers and Bruce continued to drive the same unit, a black Kenworth K104, powered by a C-15 CAT. This black beast could be seen anywhere from Cape Reinga to Bluff. Currently Bruce is back with Brett Marsh, driving his much-loved, well-presented, 8-wheeler, K200 Kenworth, towing a 6-axle, 40/20 B-train skelly, a 60 tonne high productivity plated unit. He carts mainly out of Manaia (around the coast from

Hawera) to either Auckland or Tauranga, with the odd trip to the South Island. Bruce loves the high spec trucks that Brett provides, catering for every need and making life comfortable for the many nights spent in his home away from home. He can’t speak highly enough of his boss, stating, “He’s a great guy to work for”. Bruce has had an extremely good run over the past 40 years, with just one rollover in his TD days when he swerved to dodge a piece of steel on the road. “It knocks your pride back and you realise you’re not perfect.” Bruce has no intention of giving up driving. “It’s in my blood, what else would I do?” He says the fun of the old days has gone, but he still enjoys it. He’s disappointed that so many young ones don’t have the opportunity to learn from the ‘old fellas’. Bruce truly believes the only way to learn to be a good truckie is to

TOYS FROM THE HEART

ruce Clotworthy’s early years were heavily influenced by his Dad, Roger, a trucking industry legend. Trucking has certainly been a huge part of the Clotworthy family. Roger spent 60 years in the industry and two of his three sons have followed in his footsteps. Roger was a talented man. When his boys were young, he handmade each of them their own toy truck. Built to scale (1ft to 1in) and replicas of trucks of the time, these sturdy steel toys gave hours of pleasure to three young boys. In the mid-60s in Tokoroa, Bruce and his younger brothers, Kevin and Stuart, could be heard in their backyard, towing their treasured trucks around. Pulling them with a piece of string, they would make the sounds of gear changes and engine braking. Roger made the boys a selection of trailers. Their International trucks could cart small logs or timber. However, the most fun the boys had was when they themselves were the load. Each trailer would be hooked together to create a road train. The boys, along with the neighbouring kids, would sit on a trailer each. Riding down the hill outside their house, their trust was put solely on the kid at the front with the cab, to steer their road train around the corner at the bottom. It’s not surprising to know, more than 50 years later, that Bruce and Kevin are still behind the wheel of a truck. Both men are driving Kenworths, however they still have a soft spot for their trusty Internationals.

Taken around 1963, big time truckers, Stuart, Kathryn, Bruce, and Kevin.

Weekend work for Bob Harvey in a 237hp Mack FR.

The road train generation two. This time Bruce’s two children Simon and Ashleigh up front, Roger, Bruce’s brother-in-law, and Roadie last man on. Suffice to say they made it around the corner at the bottom of the hill.

New Zealand Trucking

June 2020 41

(Top left) The black Kenworth K104 saw Bruce anywhere from Cape Reinga to Bluff. (Top right) The Kenworth K104 and new B-train ‘Roadie’ drove when he went back to Brett Marsh. (Right) A rare spot of downtime.

ride with the experienced guys and learn the practical way, not from a book. One gripe he has is the condition of the roads these days. The lack of maintenance with a “Band-Aid over Band-Aid mentality is not good. Back in the Ministry of Works days, jobs got done, roads were fixed, trees were trimmed, drains were unblocked. These days they just put road cones around it.” When asked how he finds the traffic these days, Bruce described it as “Hideous, but you can’t stress about it, it’s life on the road”. There were a couple of notable memories from Bruce’s 60th celebration. Bruce’s daughter, Ashleigh, remembers waking at three or four in the morning when she was only seven years old, to enjoy a bowl of Weetbix and have some special time with her Dad. Special memories from the child of a linehaul driver. A motel owner from Wanganui recalls ‘Roadie’ let

her kids have a look in his truck. Over 10 years later, those kids recalled this special moment. “We remember that guy, we found his special magazines under the pillow in his truck!” ‘Roadie’, a trucking legend who was taught the old way. To this day he still cleans his cab out every night with compressed air and replaces the newspaper in the footwell of the passenger’s side if anyone has had the privilege of joining him to travel the country.

Bruce did a 14-year stint at TD Haulage that included driving a Kenworth W model A-train and the K100E below (wouldn’t it be handy if we could actually hook-up the lower combination?). Interestingly, the W model was renamed Brutus by a later owner … a quirky irony.

• 2 • 1

Bruce has an impressive ‘trophy room’ of drives that even includes a short stint on a Western Star 6900 series for Bulk Haul in the Tanami. Photo Credit: Clotworthy collection. June 2020 0220-08

42 New Zealand Trucking

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UD’S GOLDEN Local operators of medium-duty Japanese trucks have a new vehicle vying for their attention, as UD Trucks Australia has launched the Croner to us Down Under. Already available in both markets, the vehicles arrived in New Zealand and Australia at the same time, right in the midst of the Covid-19 lockdown.

Story by Gavin Myers

loyalists would have lamented the fact that the Condor was discontinued in 2017, and those with a keen eye on the global truck market would probably be aware that the Croner did in fact have its global launch that same year – before making its way into selected markets within Asia, Africa, the Middle East and South America over the ensuing months. Why then did it take so long for Croner to roll into dealerships Down Under? According to UD Trucks product manager David Roset, the Croner released onto the Australasian market has been fully engineered to suit local market needs, boasting

Photos supplied numerous revisions. “The truck you see here was the result of a major engineering project that tailored the Croner for local conditions and emissions regulations. It is actually the most advanced Croner version of all UD markets,” he says. What’s what, then? Instantly recognisable as a UD, the Croner is available at launch in two basic variants, the 4x2 PK or 6x2 PD. Each model offers a variety of suspension and wheelbase options to meet the needs of most sector applications. In total, 18 different wheelbase options are offered, and both the PK and PD can be had with multileaf-spring rear suspension or air – four-bag on the PD and two on the PK. The air

suspension system features ride control, including an in-cab controller; a system not often seen on Japanese trucks in this segment and one that will surely be appreciated by operators. GVM and GCM are both improved over the Condor. The Croner PK weighs in at 17.5 and 32 tonnes respectively (front axle capacity of 6.5 tonnes, rear 11 tonnes), with the PD at 24.5 and 32 tonnes (respective axle weights of 6.5 and 18 tonnes). In either case, the driver will not want for grunt. Both trucks are powered by the GH8E 8-litre, 6-cylinder unit that offers up 206kW (280ps) of power and 1050Nm (774lb/ft) torque. The torque plateau is reached at

just 1100rpm, and with the engine’s green band covering the 900 to 1700rpm spectrum, momentum can be kept up easily with little impact on economy. Both models are available with the Allison 3000 Series 6-speed gearbox with Allison torque converter, Gen 5 adaptive shift, and pushbutton shift selector. No manual option? Nope… “Increasingly we see very little demand for a manual transmission in our markets. The torque multiplication of the Allison transmission provides excellent performance in urban roles and makes the Croner extremely versatile in terms of application,” Roset says.

The 3000 Series is PTO capable, with 660 or 930Nm (total) capability. The emissions system is Euro 5 SCR. From going to slowing, and the Croner combines an exhaust brake with selfadjusting S-cam air brakes. ABS and EBD are standard. Occupant safety is further enhanced by a driver’s airbag, seatbelt pre-tensioners, and impact-absorbing cladding on the lower dash to protect the driver’s knees. The cab meets current ECE cab strength requirements. The cab environment has been designed for comfort and functionality. The driver’s seat is air suspended, and there’s a rest area with mattress. To ease the task,

the Croner comes equipped with a Wi-Fi enabled 6” touchscreen infotainment system that incorporates truck-specific satellite navigation, a PDF reader, and a whole range of connectivity options. Up to five cameras can be connected to the system, the Croner coming standard with an infrared reversing camera with microphone. To keep the driver continually connected, a wireless mobile phone charging pocket can be optioned. Other options include reversing sensors (high or low fitment), a tyre pressure monitoring system, and the UD Telematics Positioning+ package.

Calm White is the standard hue, but Honey Yellow brings out the Croner’s golden glow.

New Zealand Trucking

June 2020 45

2 4 1 3

Talking telematics, this is in addition to the standard fit (12-month subscription) Fuel and Environmental Positioning fleet management packages. This gives the operator all manner of information, from vehicle utilisation to driver behaviour, across 10 metrics. The digital deluge doesn’t end there, though. UD Trucks Australia is particularly proud of the Driver ID feature. A first for the stable, it allows the UD to talk to the rest of the Volvo Group family suite of products and services. A driver’s individual profile can be loaded to a USB, which, when inserted into a slot in the dash, allows them to log into the telematics system when moving from truck to truck. The benefit for the operator

5 is having all his trucks in one telematics model. “The multimedia unit and many other components are specific to the Australia and New Zealand Croner. This is a unique combination offering versatility and performance,” says Roset. OEM backup is by way of a 36-month/300,000km warranty, 36-month/unlimited kilometre corrosion warranty, and an optional extended warranty of 60 months/350,000km. So, was the Croner worth the wait? On paper it’s an impressive product, and our

international experience of the product would certainly indicate it will be warmly accepted by operators Down Under. After all, UD Trucks Australia has done its due diligence, biding its time to develop the product to meet local needs and ‘exhaustively testing prototype vehicles with varying payloads and in varying conditions’. Sure, the launch timing was a little unfortunate, but we look forward to finally getting behind the wheel on local soil once Covid’s faded from memory.

1) ‘Lighter’ 4x2 PK maintains 32-tonne GCM; 2) Smart office – multifunction 6” touchscreen system and Allison push-button shift selector are some of the local developments; 3) Unique Driver ID means driver behaviour can be logged from truck to truck; 4) Cab environment designed for productivity and comfort; 5) Easy cab access, with top step covered by the door.

46 New Zealand Trucking

June 2020

Croner marks UD’s welcome return to the medium-duty segment.

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Jon Murray “Not having to spend all day associating with clowns” and being able to work for a decent boss was Jon Murray’s answer when Craig McCauley asked him what his favourite aspects of working in the transport industry are. Jon drives for Foxpine Haulage Ltd and his current rig is a Western Star 4884FXC with 600 Cummins Signature EGR power. He had unloaded logs at the Palmerston North rail yard and was heading home to Feilding at the end of his working week when Craig spoke with him. Growing up in Taihape, Jon spent many hours in the passenger’s seat of a number of linehaul trucks that passed through the town, including ‘Platoon’, one of Brenics’ Western Stars, driven at the time by Aaran Sayer. In the infancy of social media, Jon used the pioneering X Trucking forum website to make contact with Brendon Johnstone at Brenics, and the end result was that in 2008 he shifted south to

Christchurch where his driving career began, doing metropolitan work on ‘Matty Mushroom’, a Mitsubishi Fighter. Aspects of the trucking life that rate as negatives for Jon include the poor state of New Zealand’s roads and ‘moronic’ car drivers with a complete

lack of respect for other road users. Jon’s good crop of facial hair provided the inspiration for New Zealand Trucking magazine’s vexing question: When it came to shaving time, is the electric shaver or cut-throat razor his weapon of choice? His reply “Cut-throat all the way”.

Lincoln Wood and Bruce Mabey Being in lockdown doesn’t provide many opportunities to talk to drivers for Just Truckin’ Around profiles, but when they arrived at her home, Faye Lougher grabbed the chance – albeit at a safe distance – to chat to a couple of truckies. Septic tanks don’t care if you’re in week four of a lockdown – they still need emptying – and that was why Lincoln Wood and Bruce Mabey were at Faye’s rural property. Working for JB’s Environmental Ltd in Levin, the pair undertake a variety of jobs, including delivering fresh water and cleaning septic tanks (different trucks!). Lincoln was a dairy farmer for about 12 years and says he had been driving trucks on the farm for years. He joined JB’s in 2017 and has had his class 4 licence for about six months. Bruce is a butcher by trade and says he got into driving because his father was a truck driver. He says in his 40 years of truck driving he’s done “just about everything”. The 2012 Isuzu FVZ1400M attracts attention with its ‘NO1NO2’ number plate – it’s part of a stable of trucks that include the ‘Stool Bus’ and the ‘Turd Taxi’! From Faye’s place at Koputaroa the pair was off to Hokio Beach and then Paekakariki. Both men say they enjoy the camaraderie of other truck drivers.

48 New Zealand Trucking

June 2020

“We get a lot of respect on the road because of what we do,” says Lincoln. Neither could think of any issues that affect them, with Bruce saying the job was what you made of it. “We’re not full-time truckies so we don’t run into trouble,” says Lincoln. The vexing questions saw Lincoln choose snapper over John Dory, and – not surprising given the times we’re living in – Bruce quickly went for an airliner rather than a cruise ship!

Bruce Maybey (left) and Lincoln Wood.

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Just Truckin’ Around – Overseas Larry Cole Mike Beesley found owner-operator Larry Cole fitting some extra lights and over-width flags on his rig in readiness for heading out that night on the start of an 1800-kilometre journey from the Port of Tacoma in Washington State to Edmonton, Alberta, Canada. Larry contracts to Mullen Trucking in Aldergrove, Alberta, with his 2018 Kenworth T800W, which is powered by a 600hp Cummins engine with an 18-speed Eaton Roadranger gearbox. The CAT face shovel bucket on the low loader weighs in at 48 tonne and will have a 64 cubic metre capacity once all the attachments have been fitted in Edmonton. The overall length of Larry’s combination is 33 metres and the total weight will end up around 82 tonne.

Most of the trip will be done at night to avoid traffic congestion, and the planning, along with the all the permits needed to make this haul, are a test for any piloting company.

When Larry is at home, he likes to cruise around in his 1952 Mercury classic car, or out in the bush crashing about in his ATV. 

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TOP TRUCK

BLUE TATTOO The glimmer of sunshine yellow from the chassis of this crisp K200 is a nod to the historic backbone of this passionately run family business. Story by Carl Kirkbeck

Photos by Carl Kirkbeck and as credited

The striking bright gold and sunshine yellow colour combination that adorned the early Alexander W model Kenworths. Photo Credit: Ed Mansell.

T Trevor taps the big KW off the top of the Taihape Divi on a southbound mission.

he early seventies heralded the arrival of the W model Kenworth here in New Zealand, and based on the reputation that the LW and early K models had already carved for the marque, it was no surprise the W model was highly anticipated. Many well-known Kiwi transport liveries began adorning the new offering from Seattle. These various fleet colours were applied using many of the recommended factory designs – ‘Blue Ridge’ ‘Ozark’, ‘Rainier’, and the ever popular ‘Seminole’ to name a few. Masters of the brush, the likes of Peter ‘Greeny’ Green would then meticulously apply the pinstripes, lettering and scrolls, bringing the rig to life with personality. However there were a handful of fleets using the simplicity of a complementary colour palette to blow your mind, and have you racing for the trusty Instamatic to expose a couple of shots of Kodachrome at their latest acquisition hammering down the highway. Alexander’s bright gold and sunshine yellow Kenworths with polished alloy bulk bins from Hautapu in the Waikato was one such fleet. Talking with Rod Alexander,

fleet and logistics manager for the family business Alexander Group, he is quick to recollect memories as a young fella assisting the drivers on the weekends at the old yard. Washing and polishing of the resplendent line up of Kenworths was mandatory, so come Monday morning they would again emblazon the highways throughout the North Island in golden flashes of gleaming paint and chrome. Rod also describes how every weekend the wash detail included his Dad’s request for the full removal of the yellow bin covers so they too could be scrubbed clean. “The spin-off for us kids was that on a hot summer’s day the bin covers made for the best slippery slide ever created.” A recent opportunity for Alexander Group brought about the need for an urgent addition to the fleet. Rod described how a complete unit was required to be roadready within 12 weeks. For this job Rod needed an extra set of hands, someone who could help manage the build project and then take the helm once the unit was ready to get to work; this is where a longstanding friendship came into play.

“Trevor Harcourt used to drive for Dad back in the day and we have always kept in touch. So when this job came along it was a great fit for everyone,” said Rod. Finding a task-specific rig is near impossible, especially at short notice, so that’s where conversations with Raymond Transport from Mount Maunganui led to the purchase of the K200 Kenworth that was surplus to their requirements. The truck was put on the road new by Raymond Transport in 2015, and well specced at the time, with an E5 Cummins now rated at 451kW (605hp) with a 22 series 18-speed manual Eaton Fuller Roadranger, and Meritor 46-160 diffs riding on Kenworth Airglide air suspension. The K200 was in very tidy condition, so it was a simple task of applying the company colours, with responsibility for the immaculately completed rig going to the team at Fleet Image in Hamilton. From there it was just a matter of fitting a standard front bumper instead of the bull bar it had come with, as well as the application of a few extra rooftop marker lamps. A trailer specific to the job of bulk delivering Diesel Emission Fluid (DEF) for Chempro was

New Zealand Trucking

June 2020 51

2 3

1 1) Trevor Harcourt’s association with the Kenworth marque spans his driving career as an owner-driver with an imported K100 Aerodyne, a couple of K104s, a K108, and then this stunning K200. 2) Twin chrome exhaust stacks either side of a pair of Donaldson Cyclopac air cleaners and plumbing, the hallmark of the cabover Kenworth, add a coat of Alexander sunshine yellow – perfect! 3) If you didn’t know, you’d think the entire unit was only just out of delivery kilometres.

52 New Zealand Trucking

June 2020

the delivered product’s brand name. It got the thumbs up and on it went. The K200 is a true credit to all who have had a hand in its transformation. The presence of sunshine yellow in the truck’s colour palette honours those original trucks the family operated, and small details like painting the headlight and spotlight protective mesh grilles in that colour make for a dramatic presence that immediately transforms the look of the unit. This is a rig that at first glance appears to be factory fresh with just delivery kilometres, definitely not one that has more than 400,000km on the clock now. Rod told us how the company is not in the habit of buying secondhand trucks, however the speed in which this new job had to be up and running left them no choice. From our perspective, the way in which this rig is presented and the history that it has already earned for itself makes it an extremely worthy recipient of this month’s Top Truck award. 0620-04

Trevor Harcourt, years of experience as an owner-driver, now the proud captain of Alexander Group’s ‘Blue Tattoo’.

also required, so with the incredible assistance of Wayne Gardner at Patchell Stainless, the decision was made to utilise a 2011 Patchell quad skelly already within the fleet. The attraction was the speed and flexibility that the twist locks of the skelly offered the operation. With this in mind, a purpose-built twist lock frame complete with stainless steel tank and delivery equipment was designed and built by the Patchell team in record time. From there, in one simple move, it was swung onto the back of the refurbished trailer, and the combination was ready to go to work. There is always a story behind a name and the K200’s name ‘Blue Tattoo’ is no exception. Rod mentioned that when thinking of an appropriate name he reflected on the fact that for Alexander’s this was a fresh new venture delivering Chempro’s AdBlue branded DEF. He suggested to Trev ‘Blue Tattoo’, which translated into something fresh and new, and ‘Blue’ also represents a tip of the hat to

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OBITUARY

Bert Watchorn. A lifetime in trucking to envy.

HONOURING BERT WATCHORN Story by Faye Lougher

New Zealand lost a true legend in the road transport industry on 9 May 2020 with the death of Bert Watchorn.

orn 15 July 1930 in Stratford, Bert spent his early years on a farm in Taranaki with his family. A few years later his family moved to a larger farm at Papamoa in the Bay of Plenty, and after his mother’s sudden death less than a year later, 13-year-old Bert left school to work on the farm. Working on the farm was not his passion, and after a few years his older brother, Alf, offered him a job driving

his ex-American Army 6-wheel drive GMC logger. No one checked to see if Bert had a licence, and he hauled logs from the Kaimai Forest to the sawmill in Tauranga for a time without one. After about 18 months Bert got itchy feet and decided to go to Australia with his then girlfriend (later wife), Joyce. Bert’s first job was as a porter for the NSW Railways at a station in the Blue Mountains, but he later began

working as a driver-comemechanic in a garage at Springwood. When the owner decided to sell the garage a couple of years later, the new purchaser wasn’t interested in his truck. Bert didn’t fancy being a fulltime mechanic so he got a job as a tyre fitter at Gartrells Tyre Service in Katumba. The couple later moved to Orange, west of Bathurst, where they married and had their first child, Cynthia.

Her arrival saw the Watchorn family return to New Zealand where Bert got a job with Sarjant’s Transport driving from Paeroa to Auckland five days a week. Bert’s father had sold the Papamoa farm in 1953 and saw a business for sale at Pongakawa that he thought was ideal for Bert. With his father going guarantor with the bank, Bert purchased Pongakawa Transport. The business came with an old Chevy truck that was on its last legs, so Bert asked the bank for more money and was soon the proud owner of a new truck. The five-tonne T467 Commer was fitted with a hoist, body and stock crate. Little by little, Bert began being offered more work, and about a year later, he acquired a contract with the Land and

Survey Department to move stock out of their Pikowai block. In the early 1960s one of the carriers in Te Puke came up with the idea of a merger, and seven operators, including Bert, formed a new company called Te Puke Transport. Te Puke Transport bought Holden’s Transport and Bert moved to Edgecumbe with second wife Leslie and her young daughters Michelle and Toni, and their son, Andrew. By now, Cynthia was married, and Bert’s two older boys, Philip and Robert, were working. The shareholders started to pull out of Te Puke Transport until finally there were just two. By now Bert and Leslie had purchased three more trucks and formed a separate company to put them in, Watchorn Transport 1977 Ltd. They also acquired a

three-truck business and a shingle pit. Bert eventually bought out the other partner in Te Puke Transport and became the sole owner. By now he had a contract with the regional council to rebuild the stop banks following a flood, and he also went after tendered contracts for Lands and Survey and Maori Affairs through Te Puke Transport and Watchorn’s Transport. The kiwifruit industry was taking off but livestock cartage was dropping, and in the early 1980s Bert bought a couple of log trucks from Stan Williamson. Another job Watchorn’s acquired was the cartage of Ammophos from Napier. A few years later Bert was approached by Opotiki Transport to see if he wanted to sell the stock cartage part

of the business, and he did so. At its peak, Watchorn Transport had 25 trucks. When Bert became unwell, he decided there had to be more to life than just working, so in 1997 the business was sold to Rotorua Forest Haulage. The sale allowed him to concentrate on his collection of about 150 classic vehicles, which began with a 1936 International C 1. He also set up a rally for classic commercial trucks, now known as the Long Lap and run by the Northern Classic Commercials club. Bert was 89 and died at the Bob Owens Retirement Home in Tauranga. He leaves behind wife Leslie, children Cynthia, Philip, Robert, Michelle, Toni, and Andrew, nine grandchildren, and 10 greatgrandchildren.

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POWER THE EXCLUSIVE COMBINATION Every once in a while, a truck comes along that is a bit special. One such vehicle is the FH16 that belongs to Flavin Livestock Transport from County Waterford in the south east of Ireland. But FH16 750 Volvos are becoming more and more popular, so that alone doesn’t make it unique...

Story and photos by Paul O’Callaghan

he fact that it’s a truck and trailer on livestock duties, however, narrows the pool considerably. Also, it’s a tridem, plunging it well into the spectrum of rarity. But that’s not all, for what

makes it even more unique is the choice of coachwork: Houghton Parkhouse – 100% British designed and built. If all of that wasn’t enough, it’s the company’s first truck and trailer, built to Platinum specification, running a 3-axle

turntable drag trailer, giving the whole combination seven axles, while six is generally the most that’s been seen in Ireland so far. Climbing up the steep hill from Dungarvan on the N25 on a dark and wet morning,

I can see the lights of the Flavin family farm more than a kilometre off in the distance. Also, I notice the LED side lights of the rarest of Volvos, beckoning me from afar. Francis and his brother Liam are quietly loading the last of 42 fat cattle – distributed 22/20 between the truck and trailer, as the trailer is a foot shorter. With the roofs down, the combination is under four metres. However, today we have big cattle on board and leave the farm with the adjustable roofs set to a maximum height of around 4.6 metres. New Zealand livestock hauliers operating fixed decks, which are coming under increasing pressure from the authorities regarding ‘back rub’ on tall animals, would certainly benefit from an adjustable-height systen to suit the animals on board. Dropping down the hill towards Dungarvan, the

Increased stability is making tridems more popular with livestock hauliers. Running height when empty is just under four metres.

Volvo engine brake does an admirable job of keeping the speed in check, before we begin the climb up out of the town. Already I’m beginning to see the benefit of such a high-powered engine. Sure, in places like Australia, you have lower powered trucks pulling far bigger weights, but those trucks are kept rolling in big open spaces. The maximum permissible GVM here in Ireland is 46 tonnes, but you can make up your own mind as to what weight we are running today. It’s only 50km to the Dawn Meats plant in Waterford, but it’s a hilly journey that requires a steady hand. When unloading, the truck and trailer with its full width

ramps needs to line up dead straight so the ramp from the rigid fits into the front of the trailer. The whole process is completed in under 20 minutes. For those who have never seen one in operation, these modern livestock trucks are magnificent to witness in action. Remote control in hand, the operator can release the locking pins holding the top decks in place, lower or raise the decks, operate the roof, and much more. After washing out (which takes the best part of an hour) we’re on our way northwards for the next job, so I use the opportunity to quiz Francis about the Volvo. “We’ve had Volvos for the past 30 years. Before that it was Fords,

Here you can count seven connections; the extras are for the reversing camera and auxiliary batteries on the trailer.

then a yellow Dennison with a body we could lift off. But our first Volvo arrived in 1982, an F7 rigid and drag with wooden bodies built by Kellys of Castledermot. Next, we had two FL10s, a day cab then a sleeper cab, with steel bodies built by Cahills of Graiguenamanagh.” In 2003, the Flavins bought a new Volvo FM 420, this time opting for Houghton Parkhouse bodywork, which was later swapped to an FH 520 that arrived in 2009. Up to this point, the vast majority of livestock hauliers on national work in Ireland were running single-deck cattle/2-deck sheep or pig units. However, as the roads improved, there has been huge growth in the

number of 2-deck cattle/3deck pig or sheep units, once the sole preserve of hauliers running to the continent. While most of these are Italian designs, with the Dutch and Germans also selling a few in Ireland, it was a French company that first proposed the idea of a tridem to the Flavins. Carrosserie Guitton, based in Brittany, had already finished a number of 4-axle rigid livestock trucks for their French clients before extolling to the brothers the benefits of this set-up. “We were keen to give them a try as their work looked good, but the language barrier put us off in the early stages. After making enquiries with a few other manufacturers, we were down to just Houghton Parkhouse and Pezzaioli. In the end, we went with Houghton as they were prepared to custom-build on a 5.1-metre wheelbase, whereas Pezzaioli will only work with a 5.6-metre chassis.” Although the outlay was substantially more when compared with the Italian brand, Francis feels it was justified. “The Pezzaioli is a fine product too, but with Houghton, you get a very personal service – they will build it exactly to your specification. I can’t speak highly enough of them.” In a country where Scania is

In the unlikely event of the remote control not working, there are backup controls on both bodies.

New Zealand Trucking

June 2020 57

Note the remote control for operating the decks and roof.

With the roofs set to the maximum height, even the tallest of cattle have ample standing room.

58 New Zealand Trucking

faster than hydraulic rams, although the downside is they can be heavy if you are parked uphill on some farms!” Moving away, the first thing that strikes me is how responsive the steering is. This is the first time I’ve ever driven something with three steering axles, so the usual wide swings adopted by an articulated driver are unnecessary. Travelling with 230 sows along narrow roads, in a truck you are not used to, it’s best to take it steady. If the steering was responsive, so too are the brakes, which feel sharp to the uninitiated. I comment on how well the trailer follows the truck – everything is dead straight in the mirror, almost as if it was one big trailer. Francis responded: “I was a bit nervous as to how it would pull, as most drag trailers in the UK are of the centre axle design and Houghton are not known for building turntable drags. But they made a great job of it, as you can see.” Having a 3-axle turntable trailer certainly aids stability and goes some way towards eliminating the ‘dancing’ effect. Axle configuration on the trailer is an area where the Flavins were sure of what they wanted. “I’m not a big fan of centre axle trailers. Unhitching, which I do quite often, is

messy, as you have to crawl underneath the rear of the truck, then wind down landing legs as well.” Personally, I feel a traditional drag looks much better too! At Dawn Meats, we need to weigh the truck and trailer separately (the weighbridge is only designed for artics, tuttut!), then turn left into the pig unloading area. Francis tells me where to aim for, so I have a straight shunt back onto the ramp, and with minimal turns of the wheel, we’re ready to unload. Again I’m struck by the manoeuvrability. Washing out for the second time, Francis points out some of the features of the truck. The biggest distinguishing feature of a Houghton is that the decks are raised and lowered by steel cables, operated by electric motor/ hydraulic rams that are hidden within the bodywork. So there are no chains and cogs like other designs. The sides of the upper decks are virtually flush with the sides of the body, eliminating the chance of animals catching their legs. Similarly, the design of the air vents prevents legs, or snouts in the case of pigs, becoming caught. Also, the dividing gates are hinged from the sides, rather than above, with latches that are selflocking. These three-quarter

gates are designed so the operator has a safe area to stand when loading or unloading wild cattle. The longer you walk around the truck, the neater features you notice; such as the locking pins that are completely hidden within the flush sides. Access, if needed, is through vertical fold-out panels. Although not required by law for trucks operating locally, ventilation fans draw out stale air from the compartments and ensure a more comfortable environment, especially for pigs. With darkness upon us once again, we return to the farm on the side of the mountain where we began our day. By becoming comfortable behind the wheel and appreciating the awesome power, I really begin to enjoy the drive in such an exclusive combination. Having seen a normal day’s work for the truck, I can understand how the odometer is very low at 83,000km – much of the time is spent either working or washing out. But once finished, what a reward it is to slide into the cockpit of the most powerful production truck in the world, which also showcases the best in British engineering through its impressively engineered livestock bodies.

June 2020 0620-03

revered, especially on livestock work, was he tempted to jump the fence and try out a V8? “Sure, we got a quote from Scania, but their tridem setup is vastly different from Volvo. They use an electric motor system for the rear steer, which I’m not sure about, plus it’s a lot more expensive. The Volvo tridem is hard to beat, is what we kept hearing.” Francis isn’t alone in feeling this way, as at the time of writing there are at least five Volvo tridems on livestock in the Republic, three with Pezzaioli bodies, one with a UK-built Plowman, along with Flavin’s Houghton. We make our way along narrow roads (known in Ireland as ‘boreens’, especially in the west) to our loading destination, where Francis effortlessly manoeuvres the trailer onto the loading ramp. The farm workers waste no time in sending up as many pigs as Francis requests for each pen, and before I know it he’s closing the back doors. As farms in Europe do not provide loading ramps, these are integrated on the rear of all trucks and trailers. Interestingly, Francis chose spring-mounted in the traditional fashion, whereas most modern designs are hydraulically operated. “I ordered these as they are

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AUSSIE ANGLES

In the yard. Waiting. Ready.

Story and photography by Howard Shanks

THE GREEN MACHINE Reliability, availability, maintainability and safety (RAMS) are four key attributes Huon Delivery Service owner Jonathan Price cites as critical features when he specifies new equipment. The company’s new fully optioned K200 easily ticked all those boxes, as Howard Shanks discovered. 60 New Zealand Trucking

ased in the picturesque town of Geeveston, 62km south of Hobart, Huon Delivery Service has come a long way since Jonathan ‘Jono’ Price’s father’s single-axle tray truck was the main form of general freight in and out of the Huon Valley several decades ago. By the early eighties, Geeveston had been a timber town for more than a century, with the nearby southern forests feeding local sawmills and an APM pulp mill. When the mills closed, so too did the town for the most part. That also meant demand on the Price’s growing transport operation all but came to an abrupt halt. However, with some lateral thinking by the locals to diversify into tourism, the town slowly began to spring back into life. At the same time the

June 2020

feasibility of Tasmanian aquaculture was being trialled in the area, and by 1989 Tasmanian salmon was competing with Norwegian suppliers on the Japanese market. Today Tasmaniangrown Atlantic salmon is the highest valued commercial fishery related industry in the state, with an annual output valued at around AU$497 million, and demand is still growing. Consequently, the transport task in the Huon Valley escalated with the growth of these two industries; so too did the challenges of delivering a reliable freight service. The Prices quickly realised that a quality transport service meant longterm logistics contracts for the company. That there was no room for cutting corners with cheap inferior equipment was something instilled in

Jono from an early age. “Collectively, those RAMS attributes affect both the life-cycle costs of our equipment and the ability for us to provide economical and dependable service to our clients,” Jono explains. He admits that the ‘maintainability’ component of his RAMS acronym presents some interesting challenges at times because you need to take into account the time required to diagnose, repair or service, inspect and return a vehicle into service. “There’s a lot more to it than the so-called fixed price service for parts,” he says. “But Chris Saltmarsh and the team at CJD Equipment really have a good grasp on what’s required and schedule our services to minimise our downtime.” In the winter months, not only are the roads icy, but

Aerodyne cab in eye-catching green and chrome.

also essential items like the steps to get in and out of the cabin ice up as well. Jono was impressed with the K200’s optional Active Cabin Entry (ACE), which essentially allows the steps to extend outwards to form a staircase and platform up into the cabin. “The ability to have this feature greatly improved safety for our drivers with cabin access,” Jono says. However, he is quick to add that the standard K200 cab access system with the large free-flowing top step that allows the driver to maintain continuous three points of contact at all times by utilising grab rails and steps is far superior to many competitors’ models. Furthermore, there are LED step lights integrated with the remote control central locking system that activate automatically when the cab is unlocked, lighting the steps.

Obstacle detection The step features two ultrasonic proximity sensors,

one used when the step is extending and the other when it is retracting. Each sensor’s function is slightly different; for instance, when the step is extending, the outward-facing sensor monitors for obstacles and will cease movement if an object is detected in the range. This feature is excellent when the cabin is parked in a fingerstyle loading dock or next to a forklift or other vehicle. The inward-facing sensor behaves a little different as it only checks for obstacles when the step is fully extended. If it detects an object within the range it will not move, it simply stays in the fully extended position until the obstacle has been removed and the path is clear. Once the path is clear, the step will retract to the home position. There are two switches drivers can use to activate the steps: one located on the dash and the other at the base of the driver’s seat on the B-pillar. When entering the cabin, the driver can extend

the steps by pressing the ‘Out’ position of the lower B-pillar-mounted switch then pressing the ‘In’ on the dashmounted switch once he is seated inside the cabin. To exit the cabin the procedure is reversed. For added safety, the steps will automatically retract if the vehicle starts to move and the driver has forgotten to retract them. Huon Haulage’s K200 is built on a 4.28-metre wheelbase and fitted with the 2.3-metre Aerodyne sleeper cab, powered by a Cummins X15 Euro 5 engine rated at 410kW (550hp)/2508Nm (1850ftlb) torque, putting the power to the ground through a Meritor RT46-160GP tandem drive running a 4.3:1 final drive ratio, mounted on Kenworth’s Airglide 460 airbag rear suspension. The transmission is Eaton’s super-slick FO-22E318B-MXP UltraShift PLUS automated 18-speed overdrive complete with ADEPT functionality. The transmission also includes dual mode, urge to move, and

hill start assist. “I’m first to admit that I’m an old-school driver, and a few years back I’d have never contemplated driving an automated truck, let alone purchasing one,” Jono says. “But if you want to be competitive in this business, then you have to move with the times and embrace the new technologies coming out to reap the benefits of the lower operating costs. I consider myself a pretty good wheeler, and I can consistently get 2.1-2.2 km/l in our older manual transmission trucks when other operators can barely get 1.8-1.9km/l on the same route. But to achieve an additional 0.2-0.3 km/l like I’m getting with this new K200 constantly [2.42.6km/l], then you need that marriage of the engine and transmission smarts working together. “When I’m running up the Midland Highway to the north of the state, I’m saving a colossal amount of fuel when the X15 drops its revs and the

New Zealand Trucking

June 2020 61

Specifications K200

Cabin

2.3m Aerodyne Sleeper

Engine

Cummins X15 Euro 5

Power

410kW (550hp)

Torque

2508Nm (1850ftlb)

Auxiliary brake Cummins engine brake, steering wheel-mounted switches Air dryer

Turbo 2000

Water separator Fuel Pro with Fleetguard Elemax element Compressor

Cummins 8.8L/S

Alternator

160 non-isolated alternator

Battery

4x12V, double tier battery box

Gearbox

Eaton FO-22E318B-MXP UltraShift PLUS

Steering

TRW Ross TAS 85

Front axle

Meritor MFS73 (7300kg)

Front suspension

7.2 taper leaf

Rear axle

Meritor Rt46-160GP with DCDL

Rear axle ratio 4.30:1 Jono’s vehicles and equipment are chosen to create economical and dependable service to clients.

Rear suspension

Kenworth Airglide 460

Brakes front

HD steel piloted drums 285PCD

transmission slips into smart coast mode,” Jono says. “The Cummins integrated power only delivers enough fuel for the truck to maintain the power requirement based on the load it’s towing. If I’m running empty it shuts down the torque output and only produces what’s required. But when I’m fully loaded and climbing the steep southern outlet out of Hobart heading south, it’s all hands on deck, and that Cummins has the fuel tap wide open to get those 550 ponies to the back wheels. “It’s a very clever system,” he adds. “The fuel saving I’m getting from this new K200 is approximately a quarter better than my older truck.” Jono’s not a short fellow and the 30mm more shoulder and legroom in the K200 compared with other COE models make for a more comfortable day in the office. What’s more, there’s also space under the bunk for two ample slide-out drawers, in

Brakes rear

Aluminium hubs with drums 285PCD

Wheels

Alcoa Dura-Bright 22.5x8.25 285PCD

Fuel tank

2 x 610-litre rectangular steel polished

AdBlue tank

160 litre polished

Safety

Active Cabin Entry, EBSS

Interior

Charcoal HD diamond pleat vinyl trim

Gauges

Gold bezel

Driver’s seat

ISRI 6860 Pro air suspension

Passenger seat

ISRI 6860 air suspension

Fifth wheel

Jost LP37 C/MP0118

Fifth wheel setting

150mm positive

62 New Zealand Trucking

which Jono has opted to have twin 30-litre fridges installed. During the school holidays Jono takes his son along and admits that his son asked if he could have his own fridge.

Safety straps In addition to the safety feature on the K200, Jono has equipped his trailer with the latest StrapNGo load restraint system. This unique Australian-designed system eliminates the need for drivers to throw straps over pallets inside a curtainsider trailer. The 2.5-tonne ratchet straps are fixed to the roof of the trailer with a bungee cord threaded through a series of stainless steel pulleys mounted off a sliding track. The bungee cord retracts when the strap is released and pulls the strap upwards to the roof. When the strap is fastened the bungee strap stretches as the strap is tightened over the load. For loading and unloading the straps can be slid along

Wheelbase 4280mm

the track to either end of the trailer. The system is especially handy for tall loads close to the roof that are often impossible for drivers to throw a strap over from the ground. Jono concedes that improvements in safety have made the industry and his job a lot better in the long run.

“Look, I’ve got a young family and not only do I want to get home every night to see them, but they also want me to come home safely at the end of the day too. That’s why I wanted all the safety features on our latest Kenworth,” he concludes.

June 2020

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New Rigs New ON THE ROAD ON THE ROAD

The Sky’s Limit The Sky’sthe theherd Limit Leading the

Renault Lander 460.32 8x4 Renault Lander 460.32 Scania R620 8x4 rigid8x4 – Highline cab Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator: Frank Nationwide Livestock Ltd Driver Richards Driver Frank Richards Engine: 0Xi11, 460hp Scania 16-litre V8 463kW (620hp) Engine Engine Transmission:0Xi11, 460hp Scania GRSO905 Opticruise Transmission Transmission Optidriver Optidriver Rear axles: Renault Scania RP6620 Rear axles P2191 with hub reduction Rear axles Renault P2191 with hub reduction Rear suspension: Scania spring air PK12000 Truck body Flat deck with front mounted Truck body Flat deck with front mounted PK12000 Body/trailer: Jackson Enterprises Palfinger crane Palfinger crane Crate: Nationwide Features Disc brakes, Bluetooth, Features Disc brakes, Bluetooth, Highline cab, premium interior alloy wheels Features: Dura-Bright Dura-Bright alloy wheels Operation Carting roofing material around Extras: Fridge, microwave Operation Carting roofing material around Bay ofLivestock Plenty area cartage nationwide Operation: thethe Bay of Plenty area

Sales:

Andrew Lane

Twin Twin Tippers LastTippers mile – Special ops

Renault Lander 460.32 8x4 Renault 8x4 UD CDLander 25-360460.32 6x2 rigid Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator: Frank Little Transport Ltd Driver Richards Driver Frank Richards Engine: 0Xi11, 460hp UD GH8 8-litre 269kW (360hp) Engine Engine Transmission:0Xi11, 460hp ESCOT 6 12-speed AMT Transmission Transmission Optidriver Optidriver Rear axles: Renault UD 20with tonne Rear axles P2191 hub reduction Rear axles Renault P2191 with hub reduction Rear suspension: with UD air suspension Truck body Flat deck front mounted PK12000 Truck body Flat deck with front mounted PK12000 Body: Elite Truck Specialist – 8.5m curtain with Palfinger crane Palfinger crane tail-lift and mezzanine floor Features Disc brakes, Bluetooth, Features Disc brakes, Bluetooth, LED light package – Elite Truck Specialist Dura-Bright alloy wheels Extras: Dura-Bright alloy wheels Operation roofing Operation: Carting Metromaterial freight around deliveries – Palmerston North Operation Carting roofing material around the Bay ofHayden Plenty area Little Driver: the Bay of Plenty area

Sales:

Rex Hansen

When the Sultan swings by DAF CF85 8x4 tractor

Engine: Lander PACCAR MX13 381kW (510hp) Renault 460.32 8x4 Renault Lander 460.32 8x4

Fert andStar metal in Wairoa … Shooting Star Shooting KiwiLander as! RenaultLander 460.328x4 8x4 Renault 460.32

Operator Roadex logistics Ltd, Mount Maunganui Operator logistics Mount Maunganui Rear axles: Roadex MeritorLtd, 46-160 Driver Frank Richards Driver Frank Richards Rear suspension: AG 400 series Engine 0Xi11, 460hp Engine 0Xi11, 460hp Trailer: Quad-axle Swinglift Transmission Optidriver Optidriver Transmission Features: Sleeper cab, air management, low height Rear axles Renault P2191 with hub reduction Rear axles Renault P2191 with hub reduction chassis Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front mounted PK12000 Left-side camera with in-cab monitoring, Extras: Palfinger crane Palfinger crane Alcoa Dura-Bright wheels Features Disc Disc brakes, Bluetooth, Features brakes, Bluetooth, Fleet – Hamilton, Sign Logistics – Paint and signage: Dura-Bright alloy wheels Dura-Bright alloyImage wheels Mt Maunganui Operation Carting roofing material around Operation Carting roofing material around Operation: thethe Bay of Plenty area Bay ofContainer Plenty areadeliveries from Mt Maunganui

Volvo FM 500 6x4 logistics rigid Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex Driver Frank Richards Driver Frank Richards Operator: Kiwi Transport Ltd – Wairoa Engine 0Xi11, 460hp Engine Engine: 0Xi11, 460hp Volvo D13C 373kW (500hp) Transmission Optidriver Optidriver Transmission Transmission: Volvo AT 2612F I-Shift 12-speed Rear axles Renault P2191 with hub reduction Rear axles P2191 with hub reduction Rear axles: Renault Flat deck with front mounted PK12000 Volvo RTS2370B single reduction Truck body Truck body Flat deck with front mounted PK12000 Volvo RADD B-ride spring suspension Rear suspension: Palfinger crane Palfinger crane Body: Transfleet Features Disc brakes, Bluetooth, Features Disc brakes, Bluetooth, Features: 7.5alloy tonne front axle, CTI Dura-Bright alloy wheels Dura-Bright wheels Operation: Fertiliser and Operation Carting roofing material around Operation Carting roofing material metal aroundcartage Sales: the Bay of Plenty area the Bay ofScott PlentyRobinson area

Fuel Hauling FH Fuel Hauling FH Operator: Hewlett Transport Ltd – Mt Maunganui Transmission:

ZF AS Tronic 16-speed with Intarder

Driver: Sales:

Ray Hewlett Andrew ‘Scotty’ Haberfield

November 2015 64 New Zealand Trucking June 2020 10 10 NZNZ TRUCKING TRUCKING November 2015

Central to business Kenworth T909 6x4 tractor – 36” mid-roof sleeper

‘Reeding’ it right Volvo FH 540Miles 8x4 rigid – sleeper cab Mellow & Michelin Men Operator: Renault Lander 460.32Reed 8x4 Enterprises 2006 Ltd – Ruakaka Engine: Volvo D13C 403kW (540hp) Operator Roadex logistics Ltd, Mount Maunganui Transmission: Volvo I-Shift 12-speed with crawler gears Driver Front axle: Frank Richards Volvo FA-XHIGH Straight Engine Rear axles: 0Xi11, 460hp Volvo RTS2370B single reduction Transmission OptidriverVolvo RADD-G2 air – high ground Rear suspension: Rear axles Renault P2191 with hub reduction clearance Truck body Flat deck with front mounted PK12000 Log gear/trailer: Patchell Industries Palfinger crane Features: ESP, safety pack, Volvo telematics, SI Features Disc brakes, Bluetooth, Lodec scales, Bigfoot CTI Dura-Bright alloy wheels Extras: King Bars front bar Operation Carting roofing material around Operation: the Bay ofLog cartage Plenty area Auckland north Sales: Carl Capstick

Operator: Engine: Transmission:

Central Equipment Movers – Tokoroa Cummins X15 459kW (615hp) RTLO22198B Eaton Roadranger 18-speed manual Renault Lander 8x4 Rear axles: 460.32Dana Rear suspension: Neway Operator Roadex logistics Ltd, Mount Maunganui Trailer: MTE 2-axle load divider and 4-rows x 8 Driver Frank Richards transporter Engine 0Xi11, 460hp Features: Optidriver36” integ. mid-roof sleeper recessed rear Transmission Extras: Custom Gullwing bumper, 7” Rear axles Renault P2191 withKentweld hub reduction tinted windows, LED headlights, Truck body Flat deck stacks, with front mounted PK12000 9” off-set front rims, stainless-steel drop Palfinger crane visor, raised intakes, marker light trims, Features Disc brakes, Bluetooth, lower trim Dura-Bright alloygrille wheels Operation: Carting roofing Heavymaterial Haulage Central North Island Operation around the Bay ofKyle Plenty area Driver: Gibbs Sales: Adam McIntosh

Carperton Argosy

Log trucker’s best friend Kenworth T659 8x4 rigid

Superb Super Liner In clear air8x4 Renault Lander 460.32 Scania S730 8x4 rigid – Highline cabMaunganui Operator Roadex logistics Ltd, Mount Driver Frank Richards Operator: 0Xi11, 460hp Northern Linehaul Ltd – Taupo Engine Engine: Transmission OptidriverScania 16-litre V8 545kW (730hp) Transmission: Scaniawith GRSO925R Opticruise Rear axles Renault P2191 hub reduction Rearbody axles: Flat deckScania RBP662 Truck with front mounted PK12000 Rear suspension: Scania Palfinger crane spring air Body: Roadmaster Features Disc brakes, Bluetooth, Features: Dura-Bright Highline S cab, premium interior alloy wheels Extras: Fridge,material European light bar Operation Carting roofing around Plenty area Operation: the Bay ofGeneral freight cartage nationwide Sales:

Andrew Lane

Operator:

Alpine Transport Ltd

Dew’s Jewel Engine: Cummins X15 459kW (615hp)

Transmission: Eaton Roadranger RTLO20918B 18-speed Rear axles: Meritor RT46-160GP diff and cross locks on Operator Roadexboth logistics Ltd, Mount Maunganui Rear suspension: AG 460 Driver Frank Richards Engine 0Xi11, 460hp Log gear/trailer: Patchell Industries Transmission Optidriver Features: Centre console, gold bezels Rear axles RenaultStainless P2191 with hub reduction Extras: steel drop visor, raised intakes, Truck body Flat deck withgrille frontbars, mounted PK12000 extra 5” stacks, low-profile log Palfinger crane Alcoa Dura-Bright wheels bumper, Features Disc brakes, Paint: DarrynBluetooth, Caulfield alloy wheels Operation: Dura-Bright Log cartage Hawke’s Bay, Wairarapa, lower Operation CartingNorth roofingIsland material around the Bay of Plenty area Driver: Sam Holschier Sales: Mark O’Hara Renault Lander 460.32 8x4

Making heavy vehicle fleet management easy for you www.trgroup.co.nz

0800 50 40 50

New Zealand Trucking JuneNZ 2020 65 11 November 2015 TRUCKING

new kiwi bodies & trailers New Zealand Trucking brings you New Kiwi Bodies & Trailers. Bodies and trailers are expected to last twice as long as trucks. What’s more, there’s new technology and advanced design features showing up almost every month.

New Zealand has a rich heritage of body and trailer building and we’re proud to showcase some recent examples of Kiwi craftsmanship every month. If you want a body or trailer included on these pages, send a photo, features and the manufacturer’s name to trailers@nztrucking.co.nz

Is this the one? This is possibly the last Freightliner Argosy to be built on in New Zealand, and what a magnificent way to tip the cap to a model that has served so many so well. The Mills-Tui alloy bathtub body and matching Mills-Tui 4-axle Low Rider trailer sport two-way tail doors and PowerTarps full wet weather electric covers. With this gear onboard and in tow, the Argosy will undoubtedly live up to the model’s reputation for being an honest productive truck for its owner Allbulk Haulage. Features: (Trailer) Hendrickson ZMD disc brake axles, Hendrickson TIREMAAX inflation management, and Edbro hoists. Mills-Tui

‘Peas and Carrots’ Stealing a famous Forest Gump line is all you can do when describing a Kenworth and Transport and a General Transport Trailers alloy bathtub setup. Ellison Cartage Ltd has chosen the duo for its latest investment. The truck, a T610 model, is home to a new body, and tows a TT5HT8.4 trailer. The unit is kitted out with an elliptical cover system, Hella LED taillights with Peterson LED side marker lights, and Alcoa Dura-Bright alloy wheels. Features: (Trailer) ROR SL9 disc braked axles and air suspension, WABCO brake system, and Edbro hoist. Transport and General Transport Trailers

66 New Zealand Trucking

June 2020

Green for go! Yes, we’re green for go in more ways than one, and having found a home at J Swap Contractors, this won’t be the last time this fabulous new Transport and General Transport Trailers bulk tipper unit will see grass! The new body and TT5HT7.7 trailer combination also sports the rural liveried sides Swaps is well known for. The unit features

an elliptical cover system, Hella LED tail lights, Peterson side LED marker lights, and Alcoa DuraBright wheels. Features: (Trailer) ROR SL9 disc brake axles and air suspension, WABCO brake system, and Edbro hoist. Transport and General Transport Trailers

Business class Any log heading for its final destination on the back of this Kenworth T610 SAR and Patchell Industries creation is going to think it’s flying business class. Built for Loadco from Tokoroa, the truck features steel painted cab guard, alloy chequer plate chassis cover, fixed stanchion layover bolsters with integral chains and twitches, four channel weigh system, Bigfoot Traction air system. Rolling along behind, the trailer has dual channel SI Lodec weigh system into the air suspension, and rifle bolt extension pins. The shiny wheels come courtesy of Alcoa, while lighting is all LED thanks to Hella, Trailmaxx, and Peterson.

Features: (Trailer) EVO4 low height ‘I’ beam, SAF INTRADISC disc brake axles and air suspension, WABCO EBS braking system. Patchell Industries

Spec your trailer on KIWIs – the new tyre of choice for KIWIs KIWI 16

KIWI 17

KIWI 175

Wide grooves will not hold stones

The KIWI 16’s tougher twin

Multi use tread pattern

Heavy duty case

Super heavy duty case

Urban/highway/off road

Excellent mileage performance

Puncture resistant

17mm extra deep tread

17.5mm extra deep tread

New Zealand Trucking

June 2020 67

LIGHT COMMERCIALS

ELECTRIC ORCHESTRA

As engineers work out newer and better ways to employ a new vehicle’s battery of sensors, cameras and radar to help a driver manage the environment around them, and road crash statistics prove their worth, the tech is filtering down to light commercials, too. Employers take note – providing the safest environment for your drivers now may just mean ticking a few more option boxes.

Story and photos by Jacqui Madelin

ockdown hasn’t only caused upheaval to your home and workplace, it has to ours too – not least because test vehicles haven’t been available. But that turned our focus to the major improvements we’ve seen in new models we’ve driven over the past few years. We’re not talking more power and better fuel economy from smaller engines, but rather

considering the relatively rapid introduction of electronic infotainment and safety features also adopted from the manufacturers’ car lines. With vehicles now considered as much part of the ‘workplace’ as a loading dock or office thanks to the NZ Health and Safety in Employment Act (1992), all practicable steps must be taken to prevent harm to employees within their

Once this scene would have called for a stripped-out workhorse. Today this Ranger – International Pick-up of the Year 2020 – includes many safety and comfort aids now commonly seen in cars.

work vehicle. Obviously that includes ensuring vehicles are roadworthy, warranted, insured, and loaded and used to their capability – and not beyond. Employers might also require staff to observe the road code, and have standards of expected conduct around speed, fatigue, drink and drugs, seat belts, driving breaks, and more. Increasingly, fleet buyers

also have to consider the role of the vehicle in preventing crashes and reducing their impact, literally and figuratively. If Fred crashes the van and is injured, it’s possible his employer might be considered partly liable if the crash could have been prevented by vehicle systems available to vans but not fitted to his, or if the severity of his injury might have been reduced had a

different van or specification level been fitted. That’s less scary than it sounds these days, given the variety of electronic safety systems now fitted to vans and utes as standard, while some of the cost options are also worth consideration. And don’t forget infotainment. It might seem frivolous, but systems that are easy to use and cut distractions (for example by using voice control to change the radio channel rather than a hand dial) also improve safety, while voice control to make and receive calls or text messages while on the move are a boon for busy working folk. They can cut time away from base, given drivers no longer need to stop to make and receive calls, or extend time on the road, as drivers don’t have to return to learn of new errands. Sadly we haven’t had recent experience with Ford’s latest Ranger – the first ute to tussle with Hilux for the top spot on New Zealand sales charts, and this year’s International

Pick-up of the Year. But we have driven three of the top five finalists, from Mitsubishi, Nissan and Toyota. Likewise we’ve driven three of the International Van of the Year finalists (albeit not its winner this year, Fiat’s Ducato) with Ford’s Transit, the Renault Master, and Volkswagen Transporter all appearing on these pages. Nowadays ABS brakes, stability control and airbags are a given, and reversing cameras are becoming so. But Mitsubishi’s Triton, tested last year in VRX 4WD form, got its 5/5 ANCAP crash test rating in part because of its many added safety systems. Not only does it have front and rear parking sensors and a reversing camera, it also features multi-surround view, which gives you a sighting of what’s close by on every side of the ute. The only shortcomings with these systems are some distortion around the edges and, as with any digital pic, some trouble delivering an across-the-field accuracy of view in areas of

Workhorse it may be, but utes like the Triton feature car-like cabins these days.

Nissan’s latest Navara features a surround-view screen, to make manoeuvring in tight spaces easier. strong light and shade. Once driving, the ute will warn you if you leave your lane without indicating – to beat those moments of inattention, or fatigue-induced drift. There’s blind spot warning

to augment the quick glance over your shoulder, and rear cross traffic alert to sound a warning to the reversing driver if something is approaching from the side. Of course Triton is far from

Updates to the Ford Transit we tested, pictured here, include blind spot warning, and it will slam on the brakes if an impact is imminent.

New Zealand Trucking

June 2020 69

Today’s in-vehicle electronics can even help a driver manage trailer sway and crosswinds. alone in fitting such an array, and it is well worth a buyer’s time to learn about new tech, and scan and compare specifications across likely contenders, as not all price levels include it all, and what you’ll find most useful will depend on where your staff will drive. Items like auto headlights that come on when the car detects low light – as fitted to Nissan’s 2.3-litre diesel ST-X Navara – will ensure staff aren’t rendered invisible by that tricky twilight zone. Perhaps fortunately for the business budget, van model cycles arrive far less often than utes or cars. But that can mean van buyers are less aware of the extent of advances available when replacement time rolls around. Even consulting international award winners may not help, given New Zealand doesn’t import some models or brands. Finalists for the 2020 International Van of the Year award included Fiat’s Ducato, Iveco’s Daily, the Renault Master/Nissan NV400,

70 New Zealand Trucking

Volkswagen Transporter T6, and both the PHEV plug-in hybrid Ford Transit Custom, and the Transit EcoBlue hybrid. The PHEV Transit won, with the EcoBlue second, and VW Transporter third. Our recent experience includes the Mercedes Vito and Sprinter, the VW Transporter and Crafter, Peugeot Partner and conventionally fuelled Transit, the Toyota Hiace and Hyundai iLoad, and a few car-based Euro vans including Renault’s electric Kangoo, fabulous for those last-mile deliveries or as a service vehicle. All included are an increasingly long list of modern tech to improve comfort and, above all, safety. While ABS brakes, airbags and stability control are now standard (the benefits make fitting them a no-brainer), voice control of phones is increasingly common, improving both efficiency and safety. Many of the sensors fitted for some safety systems make others equally possible. Some mainstream vehicles

June 2020

can now show you the speed limit, leaving your drivers no excuse for not knowing what it was. Cargo vehicles can use ABS and ESP sensors and systems to deliver better line stability in cross winds, to adjust if a load shifts, or help steer round corners or reverse trailer sway, while an increasingly wide battery of gradually cheaper radar and camera fitments bring other benefits. Take the latest update to Ford’s Transit here in New Zealand. As standard it will alert the driver if they’re drifting out of their lane (without first indicating), or whether there’s something in their blind spot, or about to cross from behind when they’re reversing. A programmable key lets you restrict maximum speed, or make some advance decisions on what is or isn’t possible for its audio. Like an increasing number of cars, it even will brake for the driver if the Transit detects an imminent impact and no steering or braking input from the driver, who may be glancing at the

rear view when a school kid steps out. Yes, it will detect pedestrians, and though of course it can’t guarantee to stop in time, if your driver is distracted at a vital moment it will certainly ensure any impact is at a much slower speed, reducing the incidence and severity of injuries to people, let alone panel-beating requirements. These days it’s not enough simply to buy on price, especially if people other than you, the buyer, will use the vehicle for work. Equipment once the province of high-end European cars is now standard, and soon it’ll be unthinkable to buy a commercial vehicle without blind spot monitoring, or emergency braking. And if any added upfront cost puts you off, just think of the reduction in downtime, not to mention insurance premiums, when this stuff reduces the number and severity of impact incidences among your fleet.

LITTLE TRUCKERS’ CLUB

WINTER COLOURING COMP Hi Little Truckers! It’s official – winter is here! I recently moved house and have been experiencing my first frosty mornings in quite some time. My fire has been going all day, every day! I’m sure you are all enjoying being back at school and seeing all your friends. You may remember last month I drew up a couple of trucks for our Facebook page. I know they may not have been possible to print out for some of you so I’ve decided to print one here in the magazine and do a colouring-in competition! You can photocopy the page and get your friends to enter the competition with you! You can either scan the finished entry or take a photo and email it to me at rochelle@nztrucking.co.nz. The winner will be announced in our August issue and sent a very cool New Zealand Trucking prize pack. I can’t wait to see all your entries; have fun kids!

CROSSWORD FUN! Fit all these different truck types into the grid below. I have started it for you.

BU L K H AU LAG E , COU R I E R , C U RTA I NS I DE R , R E FR I D GE RAT ION, F U ELTAN K, HOU S E R E M OVA L, LI V E STOC K , LOG G I NG , LONG HAUL , F LAT D ECK, SW I NG LI FT, T I P P E R , T R A NS P ORT E R

Source: Wikipedia

JOKE OFNTH: THE MO When is a truck not a truck? s When it turn ay! ew iv dr a into

Fun fact: Did you know that only about 6% of truck drivers are women! Two of the most famous ladies to first drive trucks – both from the United States of America – were Luella Bates of Wisconsin (above) in 1918, and Lillie McGee Drennan of Texas in 1929 (believed to be the first licenced female driver).

Source: Findagrave.com

MINI BIG RIGS

REAR BOGIE INSTALLATION Story and photos by Carl Kirkbeck

In the April issue we started at the front end; this month it is all about the installation of the rear bogie.

W Identifying the required parts and laying them out on a sheet of paper with their reference numbers penned beside them will save you from confusion when assembling.

Our subject matter, Pilkington Automotive Glass/Ken Kirk circa 1992.

e tackle step 3 of the instruction sheet this month and complete the installation of the rear bogie and suspension assemblies. As we have learnt in the first two steps of the assembly process, we start by identifying all the required parts as detailed on the instruction sheet and carefully remove them from the sprue. Step 3 again has two preassembly stages to complete before fitting items to the chassis: the construction of both the front and rear differentials. Again, as with the front-end last month, I would suggest laying the various parts out on a blank piece of paper with their identification numbers written beside them; this avoids any confusion when assembling. You will find many moulding seams with these larger parts like the diff heads, axles

and spring packs, so again, using your file and fine-grit sandpaper, work these away to an acceptable level. This is advisable, as being a tractor unit you will see them when painted and complete. Once the assembled diffs have had a chance to dry, we can proceed with attaching the components to the chassis. The instructions display all the major parts coming together in one movement; the reality is attempting this proposed procedure would end in a gluey mess stuck to the ends of your fingers. The way forward here is a more controlled sequence that will save a lot of frustration. First I would suggest placing and gluing parts 39A, the central trunnion, and part 38A, the left-hand side spring pack assembly, to the chassis. Before parts 39A and 38A completely dry and set in place, dry-fit (do 1119-33

By gluing parts 38A and 39A into place first, you will find that it will greatly simplify the installation of the other rear bogie components.

BEEN BUSY?

With the balance of components in place you will find that the rear bogie assembly holds itself together while you introduce glue to the connection points between the various parts.

1119-33

not apply glue as yet) the two pre-assembled diffs into the housings on 38A. Now introduce 41A, the right-hand side spring pack, into place. You will find that it will fit with an audible click as the shock absorbers lock into the locating points on the side of the chassis. At this time

you can slide part 40A, the rear drive shaft, into place between the two diff heads. Once you are happy with the fit of these parts you can then easily apply glue to all the contact locations and allow to dry. This way you have more time to ensure that these components are seated

100% correctly; this is very important, as you want the completed truckâ&#x20AC;&#x2122;s wheels to all be making contact with the ground. With the rear bogie now fitted and fixed in place it is an easy step to fit the last three parts (42A, 43A and 44A) â&#x20AC;&#x201C; the rear sway bar and

Have you been busy in the workshop over the Covid-19 shutdown period? Would you like to share your stories and model builds with our readers? Then please feel free to contact us (carl@nztrucking.co.nz) and show us what you have been up to. These pages are dedicated to supporting the hobby, and we would like to hear from you.

support brackets. We now have a chassis complete with front and rear running gear that is nearly ready to roll. Next we construct the mighty V8 and transmission assembly, as well as complete fitting the chassis accessories in readiness for a coat of paint.

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Contents 76 Moving Metrics 79 Industry Update 80 Incoming Carogo 82 Tech Topics 86 ITOY Special Report 90 IRTENZ 2019 – Andrew Campbell 91 Health and Safety 92 Truckers’ Health 94 Legal Lines 95 NZ Trucking Association 96 Road Transport Forum 98 The Last Mile B R OUG HT TO YO U B Y

MOVING METRICS

THE SALES NUMBERS New Zealand Trucking shows you how the economy is travelling via key metrics from the road transport industry. From time to time we’ll be asking experts their opinion on what the numbers mean. Summary of heavy trucks and trailers first registered in April

Note: vehicle classes are not the same as RUC vehicle types or driver licence classes.

This information is put together from information provided by the NZ Transport Agency statistical analysis team and through the Open Data Portal.

Vehicle class

NB (medium goods vehicle) A goods vehicle that has afor gross vehicle First registration of NB and NC classes massyear exceeding April on year3.5 tonnes but not exceeding 12 tonnes 250 219

Vehicle type

Number of units registered

This summary includes data from two heavy truck classes and one heavy trailer class.

20 1200 15 1000

559 1

YTD 2020

May 2020

First registration of TD class heavy trailers for April 2020 by major suppliers 6

6 486

Vo lvo

Tr uc ks

Sc an ia

YTD 2020

Others

Suppiler 307

Vo lvo

Tr uc ks

2486

Heavy vehicle class

YTD 2019

76 New Zealand Trucking

Sc an ia

w or th

715 6 4 3

M M AN er ce de sB en z

Fr ei

gh t

400 200

TES

Ke n

2600

12 6 559 1

Isu

810 8

800

Hi n

1000

First registration of TD class heavy trailers for April 2020 by major suppliers

1062

Fu s

1200

lin er

NumberDAof units registered.

Number of units

YTD 2019

classes year to date

HeavyNB vehicle class NC

Apr-20

First registration off NB and NC classes for April by major manufacturer First2020 registration of NB, NC and TD 30

w or th

o Hi n

Isu

lin er

Heavy vehicle class Apr-19

715

Ke n

1062 12 9

307

DA F

200

gh t

10 800 5 600 0 400

810

M M AN er ce de sB en z

First registration of NB, NC and TD classes year to date

Fu s

Number of units

Fr ei

Number of units registered.

Number of units registered

123

A trailer that has a gross vehicle mass 58 35 exceeding 10 tonnes

First registration off NB and NC classes for April 2020 by major manufacturer

217

100

150

A table of all vehicle classesNBcan be found in NC Table A of the Land TD Heavy vehicle class Transport Rule Vehicle Dimensions and Mass 2016 Rule 41001/2016 https://www.nzta.govt.nz/assets/resources/rules/docs/vehicleApr-19 Apr-20 dimensions-and-mass-2016-as-at-1-june-2019.pdf

200 150

A goods vehicle that has a gross vehicle mass exceeding 12 tonnes 123

TD (heavy trailer)100

First registration of NB and NC classes for April year on year 219

217

NC (heavy goods200vehicle)

A goods vehicle is a motor vehicle that: (a) is constructed primarily for the carriage of goods; and (b) either: (i) has at least four wheels; or (ii) has three wheels and a gross vehicle mass exceeding one tonne.

250

Description

Roadmaster

Patchell

MTE

Fruehauf

12 12 13 9 24

Domett 0

30 Apr-20

40 Apr-19

This information is put together from information provided by the NZ Transport Agency. New Zealand Trucking acknowledges the assistance of the media team at NZTA for providing this information to us.

ROAD USER CHARGES

RUC purchase for April 2020, all RUC types A description of RUC vehicle types is available at https://www.nzta.govt.nz/ vehicles/licensing-rego/road-user-charges/ruc-rates-and-transaction-fees/ Please note data may differ from that reported for the same period previously due to adjustments made to the base data supplied to us.

Total value and distance of all road user charges purchased between 01 January 2018 and 30 April 2020 Purchase Period

Distance Purchased (km)

Value of Purchases

Monthly Average (km)

1 Jan 2018 – 31 Dec 2018

15,736,558,458

$1,875,364,397

1,311,379,872

1 Jan 2019 – 31 Dec 2019

16,166,434,103

$2,041,939,272

1,094,452,842

1 Jan 2020 – 30 Apr 2020

4,309,248,308

$584,245,629

1,077,312,077

RUC distance purchased for RUC Type 1 vehicles RUC Type 1 vehicles are powered vehicles with two axles (except type 2 or type 299 vehicles. Type 299 are mobile cranes). Cars, vans, and light trucks that use fuel not taxed at source, i.e. diesel fuel, are generally in this RUC type.

Purchase Period

Distance Purchased (km)

Monthly Average (km)

1 Jan 2019 – 30 Apr 2019

3,683,563,797

920,890,949

1 Jan 2020 – 30 Apr 2020

2,983,192,489

745,798,122

Rolling trend month-on-month purchase of RUC during 2019 – 2020

$200,000,000 $180,000,000 $160,000,000 $140,000,000 $120,000,000 $100,000,000 $80,000,000 $60,000,000 $40,000,000 $20,000,000 $0

Distance Purchased (km)

1,600,000,000 1,400,000,000 1,200,000,000 1,000,000,000 800,000,000 600,000,000 400,000,000 200,000,000

RUC Distance Purchased (km)

Apr-20

Mar-20

Feb-20

Jan-20

Dec-19

Nov-19

Oct-19

Sep-19

Aug-19

Jul-19

Jun-19

May-19

Apr-19

Purchase Value ($)

RUC purchases all RUC types

RUC Value ($) New Zealand Trucking

RUC purchases for the top eight RUC types

May 2020 77

The top eight RUC type purchases, other than type 1 in descending order RUC Type Description 2

Powered vehicles with one single-tyred spaced axle and one twin-tyred spaced axle

Powered vehicles with three axles, (except type 308, 309, 311, 399 or 413 vehicles)

Unpowered vehicles with four axles

Powered vehicles with four axles (except type 408, 414 or type 499 vehicles)

951

Unpowered vehicles with five or more axles

H94

Towing vehicle that is part of an overweight combination vehicle consisting of a type 14 RUC vehicle towing a type 951 RUC vehicle with a permit weight of not more than 50,000kg

Unpowered vehicles with three twin-tyred, or single large-tyred, close axles (except vehicle type 939)

408

Towing vehicles with four axles that are part of a combination vehicle with a total of at least eight axles

RUC purchases year to date (end of April 2020) for selected RUC types

RUC class 408 2 Total Year to6 Date 43

RUC Value ($)

RUC Distance (km)

$16,049,418

39,829,656 $50,006,366

274,549,775

$296,118,565

$77,388,037 981,440,936 $32,689,989

162,420,319

$57,980,878

123,191,846

H94 40,000,000

$28,475,373

$12,000,000

35,000,00033

$11,766,839 39,829,656 $16,049,418

$10,000,000

135,458,581

408 $16,049,418 408 30,000,000 Total Year to 25,000,000 Total Year to Date $296,118,565 Date 20,000,000 15,000,000

RUC 10,000,000

$296,118,565 981,440,936

$8,000,000 $6,000,000 $4,000,000

purchases April 2020 for selected types

117,588,300 62,957,291 59,445,168

Purchase Value ($)

Distance Purchased (km) Distance Purchased (km)

RUC selected types 951purchases April 2020 for $21,761,665

39,829,656 981,440,936

Purchase Value ($)

The red dots represent the cost of RUC purchased for that RUC 2 6 43 14 951 H94 33 408 type for the year to date 30,000,000 RUC type April 2020 only, thus for $8,000,000 25,000,000 Total RUC distance (Km) Total RUC Value ($) RUC type 6 vehicles, 20,000,000 $6,000,000 powered vehicles with The red 15,000,000 dots represent the cost of RUC purchased for that RUC type for the year to date 2020 $4,000,000 threeApril axles, (except type 10,000,000 308,309, 309,311, 311, 399 or 413 only, thus for RUC type 6 vehicles, powered vehicles with three axles, (except type 308, $2,000,000 5,000,000 vehicles), higher value 399 or 413 vehicles), the higher value results from the high cost of RUC for these type vehiclesthe above $0 0 results from the high cost 12 tonne. 2 6 43 14 951 H94 33 408 of RUC for these type RUC type vehicles above 12 tonne. Total RUC distance (Km) Total RUC Value ($) $2,000,000 $12,000,000 $0 $10,000,000

5,000,000 40,000,000 0 35,000,000

(NOTE:RICKY – There was a heading above this graph last month, it’s removed going forward)

The red dots represent the cost of RUC purchased for that RUC type for the year to date April 2020 only, thusRUC for RUC type 6 vehicles, powered with three axles, distance purchased yearvehicles to date (January to (except type 308, 309, 311, 399 or 413 vehicles), April) the higher value results from the high cost of RUC for these type vehicles above for selected RUC types 12 tonne. 450,000,000 Distance Purchased (km) Distance Purchased (km)

400,000,000 By comparing 350,000,000 distance purchased 300,000,000 (NOTE:RICKY – There was a heading above this graph last month, it’s removed going yearforward) to date with the 250,000,000 same period for the 200,000,000 previous year, any 150,000,000 RUC distance purchased year to date (January to trends in changes to 100,000,000 April) for selected RUC types activity will become 50,000,000 450,000,000 clear. 400,000,000 2 6 43 14 951 H94 33 408 350,000,000 RUC Type 300,000,000 YTD 2019 YTD 2020 250,000,000 200,000,000 By comparing distance purchased year to date with the same period for the previous year, any 150,000,000 100,000,000 78 New Zealand May to 2020activity will become clear. trendsTrucking in changes 50,000,000 2 6 43 14 951 H94 33 408

RUC Type

INDUSTRY UPDATE

New NZTA initiative to identify bad drivers Unsafe heavy vehicle drivers be warned – the NZ Transport Agency’s Project 2 to 5 initiative is operational and eying the bad apples of the industry.

he project involves examining the full driving history of the approximately 500,000 class 2, 3, 4 and 5 licence holders in New Zealand. Included in the assessments is a review of the licence holders’ offences in private vehicles. About 230,000 of the classes 2 to 5 licence holders have been found to be working in the commercial sector and so require closer scrutiny. The ongoing project went into operation in April and has so far been encouraging, says NZTA’s safer commercial transport lead advisor, Kevin Anderson. “The thinking is that you can’t be a good driver at work and a bad driver in your personal life. That’s why we feel it is important to review drivers’ full driving history.” So far, some 12,000 drivers have been uncovered with poor records driving private vehicles, and so will bear further examination. However, Anderson says the encouraging news is that the vast majority of driving records that have been looked at have been exemplary. “That means most of our heavy vehicle drivers have no offences even in their private vehicles, which is very heartening.” The NZTA is attempting to change the behaviour of some drivers by deterring them from reoffending. The association says that in 50% of crashes involving heavy vehicles, the

drivers are assessed as having been at fault. And, because of the size of such vehicles, the number of fatalities per crash is disproportionately high. When assessing driving records, a weighting system is used, with the most recent incidents being given the most weight. In addition, serious offending, as opposed to relatively minor offences, is also given much more weight. Once drivers have been identified as having records of concern under Project 2 to 5, NZTA has a number of options available, ranging from issuing letters of warning to issuing notices of proposal to revoke and disqualify. Sometimes an immediate suspension is issued when a driver’s records are of serious concern and immediate action is required. “When we issue these warnings to drivers, we also notify their employers, giving employers the chance to work with drivers to improve their driving standards and up their game on their own work safety practices.” Transport operators who register their drivers in the Transport Operator Registry Online (TORO) are able to see when their drivers have received 50 and 100 demerit points, as well as when the drivers’ licence status changes. Anderson says that the responses by drivers who have been identified as having unsatisfactory driving records have been mixed. “Some have been genuinely surprised at their level of offending when it is laid out in front of them. What has been most encouraging is that in about 50% of the cases we have identified, drivers have now stopped offending entirely. “We notified one driver of his unsatisfactory private vehicle driving record and outlined the potential consequences for him if it did not improve. We then heard from his wife, who assured us he would not be driving badly again. Her assurance brooked no argument, and we were confident in that case that the safety message was being delivered strongly!”  New Zealand Trucking

June 2020 79

INCOMING CARGO

TOMORROW’S

MAN OEMs have a tough row to hoe in this transitional phase of personal and commercial mobility. Having a few precious moments with a senior member of a Traton brand to get some behind the scenes insights is a rare opportunity. Story and photos by Dave McCoid

r Frederik Zohm is a member of the executive board at MAN, and chief technical officer. He’s tall, roughly 6’3”, charismatic, outrageously intelligent, and in that German mould of no-nonsense but with a definite sense of humour. It’s a great combination because

you know that if they laugh, it is actually funny. This is probably a time in history when you would absolutely want a job like his, and equally as justifiable, a time when you absolutely wouldn’t want a job like his. Just like trying to implement the right strategy for a national Covid-19 response,

Dr Frederik Zohm is a member of the executive board at MAN, and chief technical officer.

80 New Zealand Trucking

June 2020

there’s so much that’s unknown about the future, both immediate, and further down the road. The TCO for the decisions these people make won’t be known for a decade, and with that is the sobering fact that if you’re Zohm, there’s not too many ears between you and Traton CEO Andreas

Renschler. Now if that’s not motivation… We had the rare privilege of personal time with Zohm in Spain recently to talk about the new range and pry into broader topics. It was a fascinating opportunity, having already sat in a small media gathering late last year to hear Daimler’s top truck and bus man Martin Daum chat about that brand’s windscreen view of the world.

The big picture Competitors Having watched what happened during information’s upheaval, spotting your future competitors is a sobering thought for existing OEMs currently charting new waters. “Obviously we have our peers, existing OEMS, and with trucks that’s difficult. Car models are more specific, but a truck’s competitors can be far more broad. You’re competing with brands who build a robust but more simple truck, and offering good ROI to lower cost operators. Then you have

others, much more advanced, with many features. You have to adapt your technologies to handle both.” Zohm said that beyond the existing OEMs now there’s the new wave: Amazon, Tesla, Nikola, and even Post in Germany, to name a few. “Who would have thought Post would ever be doing this, but they are. “By 2025/27 there will be new competitors who don’t have to worry about legacy technologies, investing a billion in combustion to keep customers happy and competitive. They are just focused on the new. Theirs is a much simpler model. Come in, take 10% of a market that has at least a decade of forecast growth, and live happily ever after. “Yes, they still need to move from PowerPoint and experimental vehicles to line produced trucks you and I can drive. But we do take them seriously for sure, they work with many of the same suppliers we do. “Then there’s those working in the digital and information space only, companies like TomTom. They can in effect

collect the same data we do. The EE (electrical and electronic) architecture of the new truck generation, and our investment in e-mobility, and products like our driver apps and RIO platform, all show how important we consider this space.”

Developing a global product Developing a truck that’ll find its way to the far-flung corners of the globe is a daunting feat. How do you develop a product that will satisfy the driver running the expressways of continental Europe, the one coping with the searing heat of the Middle East, and ‘ole mate crossing Arthurs Pass here in New Zealand? The answer is, focus on the common pillars of TCO, and driver acceptance. “Development is a continuous process; we’re constantly receiving feedback from all over the world. For us it comes back to simplifying business, ‘what do our customers want’, and ‘what do our customer’s customers want?’ There are global commonalities, ROI,

driver comfort, and within that comes our individual direction, like development of the SmartSelect wheel. “The new D26 Euro-6d engine released last year is a key part of the new truck, and accounts for just over 4% of the new machine’s 8% operational savings over the previous model with the Euro6c engine. The rest of the savings come with improved aero, and efficiency features like MAN EfficientCruise. “We consulted with 700 drivers from 16 countries on the new truck, and completed over four million developmental kilometres, including extreme conditions. We have to make the driver’s life better, more comfortable, and allow them to work smarter. Consultation with drivers was key in the development of the new cabin, with a rethink on instrument placement, intelligent clusters for the switches, and of course the SmartSelect that works just as well with dirty hands as it does with clean.”

Training games A fascinating insight came

with Zohm’s view on the evolution of the driver training in order to optimise the customer’s TCO and ROI. “A Boeing pilot cannot just get in an Airbus and fly it, and an Airbus pilot cannot fly a Boeing. They must be trained in the specific features of the aircraft. I see the same thing happening in trucks in the future. Once upon a time all trucks had the same five or six switches; once you found them you could operate the vehicle. Not so any more. Yes, an experienced driver could probably climb into the new TGX and probably make it go with the general knowledge they have, but there is no way they could get the most out of it, and repay the owner’s investment as quickly as possible. The customers buy the trucks on the savings and efficiencies they offer, and drivers need to know how to get the most from them. The offerings we can bring using technologies is extensive and the right training is more and more important all the time. I see this as a key pillar moving forward, and I think a driver certification system with trucks is certainly coming.”

New Zealand Trucking

June 2020 81

TECH TOPIC

More than the sum of its parts.

DAF’S NEW ZF

TRAXON

TRANSMISSION D EXPL AINE

For the past two decades, engine development has increased exponentially, driven largely by progressive emission standards. Conversely, the development of clutches and transmissions is only driven by engineering innovation and competitive advantage. This provides the perfect reason to take an in-depth look at DAF’s new ZF TraXon transmission. Story by Howard Shanks

AF, like most European manufacturers, now only offers AT (automated transmission) as its standard gearbox option. That’s because, whether the application is local distribution or long-distance interstate, an AT is an essential component in the fuel economy race. Besides that, with tailored software changes, all ATs can adapt their personality

82 New Zealand Trucking

Images supplied. to better suit specific applications. If you take a quick glance at the major European heavy truck makers, you’ll immediately see two different methodologies to transmission supply. On one side of the fence you have Mercedes-Benz with its PowerShift-3, Scania’s Opticruise and Volvo’s I-Shift – all in-house drivelines. On the other side of the

June 2020

fence there is DAF, Iveco and MAN, who do very well with transmission specialist ZF’s equipment. These manufacturers don’t suffer either in the technology race; ZF’s latest TraXon transmission is one of the most advanced on the market. The fact that DAF’s latest Euro 6 models are market leaders in Europe is proof the AT transmission works.

Regardless of the OEM, product functionality acronyms often differ, but the principles of operation are common: for instance, CC (cruise control), ACC (adaptive cruise control), and so on. For DAF, being able to partner with a transmissions specialist, that can customise its product and tailor its software for a specific drivetrain, seems to work splendidly. The marriage of DAF’s PACCAR MX engine with the ZF TraXon transmission brings one of the most advanced functionalities we’ve seen in these fully competent transmissions. The engine and transmission’s sophisticated smarts deliver what’s now called a ‘cruise function’, which incorporates four systems that work seamlessly together to improve the driveability, economy, performance and safety for the driver. The cruise function is made up of the traditional cruise control feature, adaptive cruise control (which autonomously regulates the distance to the vehicle in front), and predictive cruise control (which uses satellite mapping to analyse the terrain

several kilometres ahead to assesses and forecast the correct shifting strategy for the load and grade). These systems combine with the downhill speed control (DSC), which controls the speed of the truck on the downhill descents, and the ECO-Roll function, which slips the transmission into neutral when on a slight gradient where the momentum will allow the vehicle to save fuel.

Shifting speed and smoothness The speed of shifting gears in ATs continues to increase, with DAF’s ZF-based application giving a ‘superfast-shift’ performance in the top two ratios. The engine smarts and transmission also allow an extra 100 to 150Nm of torque to be deployed in what’s called a multi-torque feature, making the need to shift down to lower gears even less frequent. The TraXon transmission’s ability to deliver slick, superfast shifts is the result of a combined effort of the PACCAR MX engine’s smarts, the TraXon transmission’s sensor modules that are separated by function, the

lineal shift actuation, and the addition of the ConAct pneumatic release actuator for the innovative Sachs clutch. The ConAct clutch actuator mounted on the input shaft shifts gears with exceptional speed, precision and smoothness. The innovative system contains a release cylinder, which is positioned concentrically around the transmission input shaft, and replaces the traditional fork actuation with the clutch booster, fork and clutch release bearing. The other advantages of the release system lie in the actuation of clutches for up to 3200Nm of engine torque and in reducing the interfaces outside the transmission. The pneumatic clutch actuator simplifies the assembly of the clutch thanks to its streamlined design. In addition, maintenance costs are reduced due to the elimination of hydraulics and lower system weight. The TraXon transmission with the ConAct system automatically determines the PACCAR MX engine and transmission speed, including the accelerator

ConAct Clutch Actuator mounts on the input shaft of the gearbox ahead of the clutch pack. Shifts with speed, precision and smoothness.

Manual shift control at hand’s reach..

Main control no different from the usual. What it connects to, however…

New Zealand Trucking

June 2020 83

TraXon, developed by ZF for DAF.

Software for all conditions The DAF/TraXon software package brings truck operators a system that is more commonplace on prestige and luxury cars. Systems such as ECO-Roll, or the high-performance power shift program that changes the driving strategy and shift

84 New Zealand Trucking

dynamics to suit the operating environment. These systems can be activated by the driver with manual override, or automatically through enabled software functionality. Conversely, stop-start systems adopted by the car and light commercial vehicle industry can be optioned on the TraXon transmission. It shuts down the engine during extended traffic delays and then provides a quick-start solution when the traffic ahead starts to move, to save fuel. In applications where difficult terrain is often challenging for the driver and vehicle, the rock-free function provides an extended clutch control that is able to free the vehicle from in-ground depressions and other obstacles by invoking a rocking movement. For the traditional linehaul sector, the DAF/ TraXon pairing features an advanced anticipatory June 2020

shifting strategy through the incorporation of predictive cruise control (PCC), which provides a link to the engine and transmission with GPS data and digital mapping. This function eliminates unnecessary gear shifts because the truck can forecast changes in the terrain ahead along with bends and twists in the road, and can ascertain whether to avoid unwarranted down and up shifts by utilising the engine’s multi-torque feature. The skill that was once deployed by professional truck drivers in executing smooth gear shifts has now moved to a different one: that of understanding how all these systems in the engine and transmission work, and how to get the best out of them. An automated transmission is superficially very easy to operate, however the driver now needs to be making educated decisions about which system to

employ for best fuel efficiency and which to perform for power. For example, an AT can implement the ECO-Roll function when approaching situations where the vehicle needs to slow down, such as roundabouts and stop signs, without traditional engine braking. It’s these sorts of subtle changes to driving style that are essential when there is no other big win than fuel economy left. Engine and transmission performance and economy refinements now come from electronics concealed in a black box. How long will it be before we see autonomous DAFs is a tough call, but they wouldn’t even be an option if we weren’t already enjoying the benefits of the smarts in these modern powertrains. Maybe at the next DAF launch we’ll test drive the new models from a control room?

1219-07

pedal position, from data on the CAN bus. The ECU then makes gear shift decisions from conclusions of the CAN data regarding the optimal release position. Furthermore, it works exceptionally well in challenging driving conditions such as launching, manoeuvring, and shifting on hills with heavy loads. Dependent on the intended application and DAF model, the TraXon can be optioned in 12-speed or 16-speed overdrive, which provides considerable reductions in engine speed while cruising in top gear.

1219-07

SPECIAL REPORT

TROUBLED TIMES

FOR US TRUCK MARKET Story by Charleen Clarke and Gianenrico Griffini

Last year was an excellent year for heavy-duty truck sales in the United States of America. But 2020 looks uncertain for two reasons: the economic slowdown and the consequences of Covid-19.

here are eight different weightbased commercial vehicle classes in the United States. Light-duty trucks fall into classes 1 and 2, medium-duty trucks are categorised classes 3 to 6, and heavy-duty trucks fall into classes 7 and 8. The class 8 segment (for trucks with a GVW of over 15t), in particular, is crucial for the Stars and Stripes truck manufacturers – because it’s massive. Last year it grew by 10.3% – from

Photos supplied 250,545 units in 2018 to 276,348 heavy truck sales in 2019. While impressive, this wasn’t a record: back in 2006, more than 284,000 vehicles hit the road.

Canada and mexico also did well While the United States market was buoyant last year, thw other two North American Free Trade Agreement (NAFTA) partners – Canada and Mexico – also had a good

2019. Overall, last year in the NAFTA area, about 340,000 trucks hit the road, compared with the 300,000 units of 2018, which was already considered an excellent year for the class 8 heavy trucks. The Daimler group – with the Freightliner (which has a strong presence in the longhaul tractor segment with the 6x4 Cascadia range) and Western Star brands (best known for vocational trucks) – dominates the heavy-duty segment. Freightliner alone

THE RACE FOR ALTERNATIVE PROPULSION One of the hot topics in the heavy-duty segment (class 8) in the United States concerns the introduction of electric-powered trucks.

For the time being, the attention of the leading truck manufacturers has focused on battery-electric trucks for urban, suburban or regional

AUTONOMOUS DRIVING OF THE FUTURE

enjoyed a market share of 36.5% in December 2019. Practically, this means that more than one in three class 8 trucks in the United States is a Freightliner-badged vehicle. Daimler’s market share in classes 6 to 8 was 37% in 2019, slightly down from 38.4% in 2018. The Paccar group, which owns the Kenworth and Peterbilt brands, ranks second. It has done an impressive job of gaining a share of the class 8 market.

In 2005, it had 23% but this grew to 29% in 2018 and 30% in 2019. International is the third-largest player, with a 9.2% share of the market. The other leading players in the heavy sector are Volvo Trucks North America (9.2% market share) and Mack (a brand belonging to the Volvo Group) with 7.7%. In October last year, at the North American Commercial Vehicle Show (NACV) in Atlanta, all the major truck manufacturers announced

transport applications. But, in the long term, fuelcell trucks will come to the fore. Fuel cells are fed by hydrogen in a gaseous form stored onboard in cylinder tanks at a pressure of around 700 bar. The fuel cell trucks should be able to operate

cost-effectively over long ranges while boasting close to zero environmental impact if the hydrogen is obtained by water hydrolysis and using electricity from renewable sources. In the battery-electric truck sector, the most recent

that they expected a market downturn in 2020. The most credible forecast was for class 8 sales volumes around 240,000 units in the three NAFTA countries, namely the United States, Canada and Mexico. “We see next year as a solid replacement volume year,” predicted Peterbilt general manager Jason Skoog, during a media briefing at the NACV.

Uncertainty factors Of course, at that stage,

developments concern the first deliveries to logistics operators by Freightliner (these are the heavy-duty class 8 eCascadia and eM2 medium-duty delivery trucks). Volvo Trucks North America has also come to the batteryelectric party with its VNR

SAE Level 4 autonomous driving (without a driver on board, but only for a specific application, such as hub-to-hub transport) for class 8 trucks is another area of research on which the North American vehicle manufacturers are concentrating. The United States offers unique opportunities for the development of these solutions for two good reasons. On the one hand, truck manufacturers and software developers have to deal with a single legislator, namely the United States Department of Transportation. On the other hand, regular traffic flow on North American highways is an ideal condition for autonomous driving from one hub to another, even when the hubs are located thousands of kilometres apart. Once the truck leaves the highway, a flesh-andblood driver takes it to its final destination. The Daimler group is working on this solution through its North American subsidiary Freightliner, which in 2015 presented the Inspiration Truck, a prototype of an on-highway heavy-duty self-driving truck. To speed up the development process, last year Daimler acquired Torc Robotics, a company specialising in autonomous driving solutions.

Electric. A total of 23 VNR Electric trucks are intended to hit the road as part of the Low Impact Green Heavy Transport Solution (LIGHTS) project to test green transport vehicles in Los Angeles county.

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June 2020 87

no one had even heard of Covid-19; the predictions were attributed to the North American economic cycle and the uncertainties as a result of the ongoing trade war between the United States and China. The predictions for 2020 rested on three assumptions. The first was a decrease in the demand for transport (and vehicles) for long and medium-haul applications. It was expected that this would be partially compensated, however, by substantial stability in the vocational segment, especially within the construction sector. The second was a robust increase in the gross domestic product (GDP), sustained by ongoing and unchanged consumer expenditure. The third assumption was stability of the diesel price, at around US$3 per gallon. However, already in November and December 2019, there was a downward trend in heavy-duty truck sales. Last November, in particular, the order book for class 8 trucks stood at 17,500 units – reflecting a sharp drop of 20% from the

previous month. If we consider incoming orders for all class 5 to 8 vehicles, the decrease was around 15% over the previous month and 38% down on November 2018.

Effects of the pandemic The downward trend of heavyduty truck demand in the United States also continued in December, with sales down 11.4% compared with the same month in 2018 (23,119 units, against 26,083). And things didn’t improve in the first two months of this year either. The year started off relatively well for the trucking industry as Americans panic bought whatever they could in the first quarter of 2020. However, this didn’t translate into truck sales. In January 2020, orders for new trucks stood at 17,700 units (they were around 25,000 in January 2019). In February, the total dropped to 14,100 units, against the 17,000 to 20,000 vehicles predicted by automotive sector experts. The weakening of the economic cycle in the United States, the increase in stocks of unsold trucks, and

the possible effects of the pandemic on the transport demand have led Act Research, a Columbus-based (Indiana) company specialising in market research, to lower its sale estimates for this year. Act has reduced its forecast of 224,000 truck sales (made in February) to 209,000 (at the beginning of March), and down again to 170,000. Who knows if the 170,000 forecast will even be achieved? According to the Wall Street Journal, truck rates are falling as the coronavirus shuts down transport demand. “Truckers who aren’t moving food, medical supplies or other

essential items ‘are sucking wind’,” Jeff Tucker, chief executive of Haddonfield, N.J.based freight broker Tucker Company Worldwide Inc., told the newspaper recently. (Data and content forum FreightWaves reported that the numbers for freight shipments, as shown in the Cass Information Systems’ freight index, for April 2020 fell 15.1% from March – even as many ‘essential’ goods providers remained operational. This is a 22.7% year-over-year drop, with the index left in 2009 territory. However, the forum suggests that the April drop represents the bottom – Ed.)

SPECIAL REPORT

TRUCKING TRANSPORT EFFICIENCY

D Last year was described as a ‘trucking bloodbath’ by many – thanks to the fact that there were more business failures than usual. (The most significant was that of Celadon, a truckload carrier that grossed US$1 billion as recently as 2015. It filed for bankruptcy in December, leaving 3000 drivers unemployed. FreightWaves described this as the largest truckload bankruptcy in history.) Now, thanks to the weakening economy and the arrival of the coronavirus, many fear even more bankruptcies in America’s US$800 billion trucking

industry in 2020. There is one piece of positive news to emerge from this situation, however. Used truck values are plummeting. Therefore, it’s the right time for transport operators to buy a good quality well-priced secondhand truck. *Charleen Clarke is the editorial director of FOCUS on Transport and Logiatics (South Africa). Gianenrico Griffini is the editor of Vie&Trasporti (Italy). Clarke is an associate member of the International Truck of the Year Jury while Griffini is its charirman.

uring the unique level 4 lockdown openroad environment with far fewer vehicles on the road, Scania New Zealand gathered some intriguing insights into the time and cost savings made across its nationwide monitored fleet of more than 1100 trucks. Drivers needed to apply/use their brakes up to 20% fewer times, which translated into an average speed increase of 4kph due to maintained momentum. This smoother operation of vehicles resulted in fuel savings for some operators of 5% or more. In real terms that meant saving up to 70 litres of diesel over a week or nearly $100 per vehicle. For a business with a fleet of 20 trucks, this represented a potential $2000 weekly saving on the fuel bill alone. By far the most valuable saving achieved though, for both drivers and businesses, was time. For typical long-haul runs in and out of large metropolitan areas, a daily time saving of more than one hour was recorded in many cases. One of the most important benefits from these time savings – that’s a bit more difficult to put a dollar value on – was the reduction in drivers’ stress and fatigue levels. The combined benefits of the smoother operation of vehicles due to less braking, as well a reduction in on-road running time, also generated significant benefits and savings in the form of reduced wear and tear and maintenance costs.

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CONFERENCE 2019

Electrifying the market with change Reporting by New Zealand Trucking Media

What’s next in transport electrification? Andrew Campbell of Retyna Ltd gives us some clues.

ccording to Campbell, things are changing … we’ve got an ‘accelerating uptake of new technology brought about by a fast reduction in cost’. “It’s incredible how things are changing. The emergence of all these technologies – batteries, access to networks, motors – is starting to come together, and people are really clever about how those can be interconnected into a really good model,” he says. That model shows a growing parity between fossil fuels and electric power, with no mode of transport left untouched. One of the main reasons for the increasing proliferation of electric vehicles is the rapid advancement in battery technology, allied to a dramatic decrease in their cost. For example, from 2010 to 2018 the cost of an EV battery reduced by 84%, while between 2014 and 2020 the energy density (kW/hour per litre) of EV batteries has increased almost two and a half times. “So, today you’d get 350km from the same cost that in 2010 would get you 100km,” Campbell says. Importantly for the traditionally heavy electric vehicles, in the past few years battery weight has decreased by 70% (a battery is about three times heavier per litre than diesel). This is promising progress in the battery arena, but how does modern battery technology compare with its diesel equivalent, which has also advanced substantially in the past few decades? “A diesel engine’s losses leaves us with about 25% of its energy going to the wheels. Today’s EV batteries send about 85% of their energy to the wheels,” says Campbell. However, diesel’s energy density still allows for a marginally further drive per litre, at 0.55km/litre compared with 0.48km/litre. “It’s going to be difficult to go much more beyond this because there are only so many electrons you can push into a little space.” The two technologies are getting closer in terms of running costs, too, with light EVs about four or five years away from achieving cost parity with their fossil fuelled counterparts. Campbell indicates that the parity is much more immediate with heavier vehicles, though. “There are way fewer moving parts in the driveline system and thus much reduced maintenance, plus lower fuel costs and lower operating costs. We are seeing now that some people are achieving TCO on par. The buses in Wellington, for example, are seeing a 40% reduction in maintenance costs, and this seems even greater for a rubbish truck in stop-start operation with high regeneration.” While he cites the projects in Wellington as a positive example, Campbell does suggest that the government throw further enabling policy and instruments at the market. Citing

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Norway as a progressive example, Campbell says plug-in hybrid and battery EVs now account for more than 76% of new vehicle entries to that market. “By 2025 the European Federation of Transport and Environment estimates there will be more than 300 models of electric vehicles [currently 176] for sale.” Although nowhere near the levels of light passenger vehicles, truck manufacturers are also entering the EV space at an increasing pace. Electric fleets are emerging all around the world, says Campbell, representing near TCO parity for some. A significant player in the electric commercial vehicle space is the retrofit market, causing OEMs to have to catch up. Campbell says New Zealand is prime for heavy EVs. “Seventy-eight percent of freight movement is within the main regions, so some of that could be tailored towards electric vehicle use. Heavy EVs are excempt from RUCs until they account for 2% of the market. This token handout is to advance the whole industry and allow people to get in there quickly, when they’re ready, and ramp up rapidly. If we move when it’s economic for the country to do so, we save overall.” Biding our time as a nation could work well, as the rapid growth in demand for EVs has caught the industry by surprise, says Campbell. Demand for batteries is exceeding supply, although advancements in charging have been similarly rapid. “Stations in China offer automatic battery swaps, so no waiting around for charging. But charging capacity is also going up to 350kW [currently 50kW].” Can New Zealand supply this electricity, asks Campbell? “A 7-storey building switching on in one shot equates to about 350kW; that can be pretty disruptive to the local network unless it’s managed. There are ways to do so, like cloud-based systems. A company in Wellington is developing and testing this technology. It has the potential to improve power quality and supply robustness, reduce peaks, delay infrastructure upgrades, and lower the cost of power. And we have sufficient consented generation projects to support our EV targets for the next 10 years. If we can bring those on we can baseload our electricity, increasing the viability.” The rest of the world isn’t waiting, though. While last-mile delivery is prime for electric vehicles (including e-vans and e-cargo bikes) in many cities, 100% electric cargo ships are being built to take freight from road to coastal shipping, and shorthaul electric flights are expected within the next couple of years. New Zealand does have an e-feather in its cap, though. Zephyr Airworks began trials of its two-seater autonomous taxis in Tekapo and California early this year. It’s capable of vertical take-off and landing – and backed by Google co-founder Larry Page. “This is amazing technology. And amazing what it’s doing for our local industry as well,” Campbell says. Yes, things are changing…  GM

HEALTH AND SAFETY

Moving back to normality

journeys and preoccupied with rebuilding their work lives. s I write this in the tail end of week one at level 3, I Forklift operators, particularly those in workplaces where the am hopeful that life will be heading back to normal public has access, will need to be particularly diligent about as you read it. Normal life, or as normal as it may ensuring the area around them is clear. be, will bring a lot of changes for many people. Consider the actions that you can take to protect your Some of us will move back to the office and continue the work workers and others in their workplaces. we have been doing at home. Some of us These can include restricting access to will be organising meetings that may or How can Safewise certain areas, induction and sign in, and may not require social distancing. Some escorting people through the workplace. of us will be looking for work and trying help? Plan for the safety of your workers and to rebuild our lives. We work with organisations for others.  One certainty is that people will be that need more health out and about. There will be more traffic and safety knowledge, on the road, more people in shops, and or more time, than they more people in our workplaces. Some have in-house. For more of these will be our workmates, some information, check the might be new to the team, others may website be subcontractors, customers, or visitors. www.safewise.co.nz. Just as there is a rise in incidents (some serious) after the Christmas break, there is likely to be a rise in incidents following Tracey Murphy is the owner and the past few months of the restrictions due to Covid-19. As director of Safewise Limited, a health we saw in the transition to level 3, there are those who were and safety consultancy. She has more breaking out and intent on their own purposes, rather than than 10 years’ experience working following the rules. with organisations from many different Starting with a toolbox or staff meeting can be a good way industries. Tracey holds a Diploma in to remind everyone of the safe practices of the workplace. Health and Safety Management and Include the normal items of safe practice, wearing PPE, a Graduate Diploma in Occupational ensuring guards are fitted and used, and so on. Depending Safety and Health. She is a graduate on your workplace, the presence of other people needs to be member of New Zealand Institute of Safety emphasised. The roads have been fairly clear; this will return Management and is the Waikato branch manager. to the normal crush of traffic, drivers focused on their own

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Danielle L. Beston Barrister At Law Log Book & Driving Hours Transport Specialist Work Licences Nationwide Road User Charges Contributor to New Zealand Trucking ‘Legal Lines’ Column Telephone: 64 9 379 7658 mobile: 021 326 642 danielle.beston@hobsonchambers.co.nz Referral Through Solicitor Required and Arranged

New Zealand Trucking

June 2020 91

TRUCKERS’ HEALTH

Lockdown lessons I needed to learn

hroughout isolation I have had an alarming amount of time to reflect, analyse and prioritise what is important in my life and for my health and fitness. Often we get too caught up in the daily grind and lose sight of what’s important. Here’s a brief overview of what I have learned throughout the six or so weeks of hunkering down at home.

1. Snacking every 17 minutes is too frequent

As a person who spends around three hours at home (awake) each day, having access to the fridge has never been an issue. But during lockdown, I’ve had a VIP, all-access pass to my fridge and pantry and have noticed that I have been getting ‘hungry’ a lot more frequently. This brings me to my first lesson – are you actually hungry? The answer, 87.5% of the time, is no. Quite often you are just thirsty or bored, and when you walk back to the fridge/pantry five minutes later, new and more delicious food does not appear. Something I have now put in place is a more structured eating plan/schedule. I know what time breakfast, lunch and dinner are, and have allowed a midafternoon snack to tide me through to dinner if needed. Giving yourself some structure in an extremely unstructured and unsettled time is really important. You are not at a bottomless brunch or an all-you-can-eat

buffet. It will be something that I carry through once I get back to work, with adjustments to the times to suit my work schedule of course.

2. Being motivated on your own is really hard

Ordinarily, I have a decent network of friends who will do workout sessions with me. We have a bit of a tradition of doing a Saturday morning workout and grabbing a coffee afterwards. Of course, at levels 3 and 4, we are not able to socialise with people outside of our bubble. So I have struggled immensely without the camaraderie of like-minded friends. I therefore have had to lean on alternatives such as online workouts, which really aren’t the same, but still allow for some ‘group workout’ fix. So many gyms across the country have got on board to help keep people fit and motivated throughout isolation with online workouts, which I think is amazing. Isolation has highlighted the importance of having a support network to help you achieve your health and fitness goals. Appreciate friends and family who support you in your health and fitness journey – they are invaluable.

3. The more time I have, the less I get done This comes down to structure once again. Normally I have a really busy

work schedule, but I still manage to squeeze in a workout every day and get all of my day-to-day jobs done. But during isolation the old ‘I have a whole month’ excuse came into play a lot. I would find myself pottering around the house for hours and then running out of daylight. When I say ‘pottering around the house’, I mean watching Netflix or being an absolute cabbage and literally achieving nothing. It’s quite amazing that the more time we are given, the less we seem to get done. I have now started writing myself a simple daily to-do list to make sure that at least I am contributing something small to society each day.

4. I get grumpy when I don’t exercise

I think everyone knows that when you exercise you feel better because of all the endorphins that exercise releases. I have never been more aware of how a lack of exercise can affect my mood and my general outlook on life. I’m thankful that I was able to do online classes three days a week to maintain my fitness. But during the off days, I noticed that if I didn’t exercise, I felt irritable and not as positive. Given that I am extremely prone to cabin fever on a good day, I think it was really important for me to take a walk or work up a sweat each day if I could. I very much enjoyed taking online classes but feel as though the neighbours probably think I’ve lost my marbles as all they would have heard is me yelling encouraging clichés in the garage … “Stay with me guys. We were born to do this.”

5. I love to bake Setting out to accomplish small tasks each day is an easy way to stay motivated.

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June 2020

Prior to lockdown I had never really baked. But due to an excess of time on my hands, and being peer pressured by social media, I decided to give it a go and stumbled across a new addiction. I started baking something pretty much every day, which was a massive issue in

that there were only two people in my bubble and that is a lot of baking to consume. Being a coeliac I can’t eat any gluten, so I was safe with anything that required flour, as I wouldn’t be able to eat it. But I made the catastrophic decision to start baking gluten free. The lesson I have learned is that if you bake something, you have to be prepared to ration it and not eat an entire golden syrup and oat slice in a single afternoon. Balancing good, nutritious food with treats is really important. I don’t think it can be classed as a ‘treat’ if you are consuming it daily. Food for thought.

6. Being social is so important

When your social network is completely cut off bar one person, it forces you to realise how important your friends and family are and how much they contribute to your overall happiness. Of course, I made the effort to video call and message my close friends and family

as much as I could, but it’s just not the same as a face-to-face encounter. Am I the only one who thinks video chat is awkward? Where everyone talks at the same time and then there is a weird, long silence. I very much look forward to being able to be in the same room as someone rather than staring at the webcam on my laptop at an unflattering angle. Time with friends and family is precious – treasure it.

Being stuck at home doesn’t mean sitting on the couch all day. A group video workout in the garage is a

7. I love my job

great lockdown fix.

Being told that you cannot step foot in your workplace for a month minimum is a bitter pill to swallow. Not being able to see all of my amazing workmates and clients who have become a huge part of my life has been brutal. It has made me really appreciate how much I do love my job and love helping people on a daily basis. It’s a reset to allow yourself to truly appreciate that you enjoy waking up every morning to go to your job, which can be quite a rare sentiment. 

Laura Peacock Personal trainer TCA Fitness Club

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June 2020 93

LEGAL LINES

Working from home

remember a review of the legal aid system being released about a decade ago by Dame Margaret Bazley. She was critical of poor quality defence lawyers who, amongst other things, did not have an office in which to meet their clients and instead worked out of their car boots. Well, it wasn’t my first choice, but like many of you I have found myself being forced to work from home during the Covid-19 pandemic. Here we are in 2020 and I’m wishing I wasn’t tied to a commercial lease when I’ve realised that I can be almost as productive at home! So this month I’ll share some practical tips for working remotely to help manage the challenges that come with it.

fully appreciated up until now. This is the software package that gives us Word, Excel, OneDrive and email. Something I have found very handy recently is having an email address that can be shared with any number of people within your office, without needing to pay for another licence. This is a huge time saver if you have working groups or separate employee teams, because you can avoid everyone being tagged in every email. In addition to this, users with access to the shared inbox can see it on their email address directory and can send correspondence from the shared email address too.

Video calling

While I do have a rather modest printer at home, it certainly isn’t up to the task of printing large volumes of disclosure or voluminous reports that I receive from time to time. For those occasions I have discovered a way of storing downloaded documents for printing or accessing later. To do so, just click on the print icon, scroll down the list of printer options until you reach ‘print to PDF’, and select that.

After getting over my fear of technology, I began to venture into the great unknown that is video conferencing, using the cloud platform Zoom. One of the other lawyers in my chambers suggested it and now we have virtual meetings at 8.30am each day. Admittedly my favourite meetings are on Fridays when we have a quiz, but having the ability to communicate frequently with my colleagues about various issues they have been facing has been invaluable. Interestingly, I have also been using it to witness oaths and declarations being signed, given that the isolation rules have prohibited face-to-face meetings.

Shared email inboxes

I have a Microsoft Office 365 business licence that I never

Print to PDF

Time recording

Until now I have manually recorded time spent working on a file in a spreadsheet, but this is inefficient compared with some of the great new programs available. One with a free base version is Clockify (www.clockify.me). I found it very user-friendly. It also has a synced mobile phone app that is a real bonus when you’re on the go. To get set up, select a name for the matter that you’re working on, and to record your time, select the matter, type a brief description of what’s being done, hit ‘record’ to start and ‘stop’ when you’re finished.

Scanning apps

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This may seem shocking, but you probably don’t need a traditional scanner. Today’s smartphone scanning apps are simply that good. They are easy to use, capable of beautiful scan quality, and some are totally free. I have been using Genius Scan, which basically turns your phone into a pocket scanner. It enables you to quickly scan documents while you’re out and about and email the scans as JPEG or PDF documents. As if that wasn’t enough, Genius Scan provides easy upload to cloud service apps such as Dropbox. I’ll be the first to admit that I had my doubts, but after having worked remotely for an extended period of time, there is definitely an upside. It wasn’t as hard as I thought it would be, and in fact, it’s been long overdue because this has been a great opportunity for me to upskill and find new ways to make my life easier. I hope some of these ideas will help you make the transition more bearable by removing a few of the logistical hurdles that come with working from home.  Please note that this article is not a substitute for legal advice and if you have a particular matter that needs to

Visit www.safewise.co.nz to find out more, or call:

be addressed, you should consult with a

0800 SAFEWISE

lawyer. Danielle Beston is a barrister who

0800 723 394

specialises in transport law and she can be contacted on (09) 377 1080 or

Danielle Beston

94 New Zealand Trucking

June 2020

021 326 642.

NZ TRUCKING ASSOCIATION

RUC increase is a kick in the guts to the trucking industry

ecent government confirmation that they intend to go ahead with a planned 5.3% increase in road user charges (RUC) on 1 July 2020 is a real kick in the guts to the trucking industry. This is an industry that saved the government and the country from social and economic collapse during the Covid19 lockdown, by knuckling down in the time of crisis and getting on with the task of delivering the essential supplies, including food, toilet paper, hand sanitiser and medical supplies around New Zealand. The men and women of this industry stepped up to support the country in its time of need, often at great risk to their own health and economic wellbeing. They deserve some respect in return. The trucking industry in New Zealand is predominantly made up of small to medium businesses, with the majority employing five people or fewer. In many cases these are family businesses with the business owners working day-to-day hands-on in the business. This is a typical reflection of the majority of businesses in New Zealand that make up the backbone of the economy. These businesses are struggling as they deal with the effects of Covid-19. They are struggling to keep staff employed, put food on the table, meet their financial commitments – and they have used up what little cash reserves they had. This is a low margin industry that struggles to get rate increases when times are good, let alone during the time of a national pandemic crisis. Road user charges are a substantial cost to trucking operators, typically between 20% and 30% of their total business costs. So a 5.3% increase in RUC costs is a substantial increase in their overall business costs. Many trucking operators will be faced with having to try and absorb the 5.3% RUC cost increase, as their customers cannot or will not accept any increase in their costs at present, as they too struggle to keep their businesses afloat. This increase will equal about a 1% increase in a trucking operator’s total costs, which if you are not working in this industry you might think is not much. But when you put this in the context that many trucking operators are struggling to make even a 3% to 5% return on their investment, then this increase could well be the difference

between just keeping the business afloat or permanently shutting the doors. Most people accept the principle that road user charges are needed to fund the construction and maintenance of the New Zealand roading network, and the trucking industry is happy to pay its fair share of these costs. The issue for our industry is the timing of this increase, which given the present business economic outlook, is abysmal to say the least. As an industry we would rather see the planned increase delayed for 12 months to give the trucking industry time to recover from the effects of the Covid-19 crisis. Also adding insult to injury is the government plans to siphon off funds from the National Land Transport Fund, which is funded by road user charges and fuel excise duty, to support other forms of transport – including rail and cycling, that do not contribute anything to the fund. By comparison, in our neighbour Australia, which funds its roading network from fuel and registration taxes, the Australian government has recognised the importance of the trucking industry to the country’s economic and social recovery from the effects of the Covid-19 crisis, and has taken guidance from the Australia Trucking Association and delayed their planned fuel and registration tax increases by 12 months to ensure the ongoing viability of the trucking industry. It’s time the government in this country took a lesson from its counterparts in Australia and recognised the importance of the New Zealand trucking industry to this country’s economic and social recovery from the effects of the Covid-19 crisis, and started treating the trucking industry with the respect it deserves. 

…many trucking operators are struggling to make even a 3% to 5% return on their investment… this increase could well be the difference between just keeping the business afloat or permanently shutting the doors.

NZ Trucking Association can be contacted on 0800 338 338 or info@nztruckingassn.co.nz

by Dave Boyce, NZTA chief executive officer

New Zealand Trucking

June 2020 95

ROAD TRANSPORT FORUM

Rational thinking needed for recovery

t is appropriate as we move down through the alert levels that we take a moment to thank all the essential workers and especially the truck drivers who kept this country running during alert level 3 and level 4 lockdown. For the lockdown to be effective, the vast majority of us were largely confined to our homes. This could only have been possible because of the efforts of thousands of essential workers leaving the safety of their homes every day to deliver essential goods. The reason why supermarkets, petrol stations and pharmacies remained well stocked was in no small part due to our truck drivers, warehousing and store workers. These were also the people who ensured our economy didn’t completely disintegrate by making sure that exports got to ports and imports were distributed around the country. It is easy, with the benefit of hindsight, to underestimate just how stressful those early days under level 4 were for these workers. Not knowing what the risks were of exposure to the virus, it cannot have been a comfortable experience to leave their family bubble every day. For many operators, the lockdown meant running at a considerable loss, as suppliers and customers reduced their demand for freight and trucks were either parked up or run well under capacity. There was also confusion from government over the rules around freight movements, and while the RTF managed to achieve the right result in the end, there was considerable frustration in getting officials to understand just why essential freight could not be separated from non-essential freight. I do not mean to be overly critical of the regulatory agencies, as on the whole they displayed a willingness to be constructive. Unfortunately, some problems require greater flexibility and nimbleness than is typical of the modus operandi from government. Hopefully there will be major lessons out of this for Wellington bureaucrats, not least to have greater trust in industries and businesses to work out solutions for themselves. People who work in the supply chain, for instance, understand how the logistics network works and where the pressure points are, so why not allow them to decide with their customers how and when freight can be delivered? If there is a silver lining to come out of this for our industry it is that there is a greater understanding of just how essential road freight transport is and how complex the logistics network can be. Let’s just hope this appreciation finds its way to the Beehive and translates into future policy-making that is based on a rational understanding of how freight transport is central to the success of our economy.

While we were still under level 4 lockdown, government asked a group of industry leaders to seek out infrastructure projects that could help kick-start our economic comeback and provide work for the expected surge in unemployed workers. The RTF submitted that key roading projects – including the Petone-Grenada Link in Wellington, the East-West Link between Onehunga and Mt Wellington in Auckland, and the Selwyn to Timaru highway updates in Canterbury – should all be considered. We also recommended that legislation, similar to what was used following the Christchurch and Kaikoura earthquakes, be used to fast-track infrastructure projects in order to avoid unnecessary hold-ups and consenting. The RTF’s view is that if the government is to borrow billions of dollars to help stimulate the economy, it is critical that it is done in a way that will fuel greater economic activity well into the future. On the other side of the coin is an idea from the Green Party for the government to spend $9 billion on a set of high-spec, high-speed regional rail services from places like Ashburton to Christchurch and Masterton to Wellington. Despite the fact that with our small population there is little to no demand for such services, such is the determination to force people and freight off the roads that somehow the Green’s idea was treated as a credible proposal. I am strongly of the view that the best possible recovery is where New Zealand plays to our natural economic advantages and invests in infrastructure projects that help maximise the profitability of our primary and export sectors. The opposing argument from groups like the Greens is based on a utopian, almost authoritarian view of our recovery. They want to see government use the opportunity to force societal change upon us, tie our economy much more closely to the state, and disregard the reality that every dollar we borrow today is another dollar that taxpayers will have to pay back tomorrow. Be warned, these are the battle lines of a major philosophical debate that is about to take place regarding the direction of our country. It is a debate that must be won by hardheaded rational policymaking; not only for the future of our industry, but also for the future of our market-driven economy. 

For many operators, the lockdown meant running at a considerable loss, as suppliers and customers reduced their demand for freight and trucks were either parked up or run well under capacity.

96 New Zealand Trucking

June 2020

Nick Leggett Chief executive officer

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THE LAST MILE

The future is ours

s Covid-19 spread its influence across the country, politicians and commentators alike were talking about the need to fight a war against it, a war against an unseen enemy. While it is not up to me to judge how the people who make these sort of statements choose their words, talking about a war conjures up all sorts of connotations; after all it has been said many times that the first casualty of any war is the truth. Listening to the many press conferences and briefings over the days, I detected a shift in the style and delivery, a shift from open and transparent sharing of information to repeating the same thing over and over again; in other words, ‘we will tell you what we want you to know and we will keep telling you this. We won’t tell what you would like to know.’ One gets the impression that we are not been told everything. Perhaps our leaders are guided by the principles from one of Abraham Lincoln’s speeches: “You can fool some of the people all of the time, and all of the people some of the time”, but forgetting the final line “but you cannot fool all of the people all of the time”. Who really knows? Only time will tell. One thing that has stuck out is the number of ‘expert’ comments reported in the media. There have been so many

of these commentators I suspect that if you put them all end to end, they would reach to the moon and back and still not come up with an agreed version of the truth. Something we can be sure of, however, is that eventually we are going to have to repay the money the government is making available. How will we do this? Most likely by the only way governments know to increase income, via tax increases, and increases

the way the world is now is a good example of how it will be in the future, if we do not stop climate change. We have read of the need to install ‘temporary’ safe walkways and cycleways. The Associate Minister of Transport is now pushing to have fast rail linking some provincial towns with the main centres, all under the guise that these projects will create jobs. I do not know if anybody has told her, but fast rail works on a rail gauge much wider than what we have in New Zealand; unless of course she is proposing we have two train sets. It has been interesting to hear calls for the return of an organisation like the Ministry of Works to oversee government projects; if this happens then we may see roads that are designed to be safe and functional and not designed just to be nice. Perhaps too we would see bridges designed and built without one eye on their potential to win an architectural award, even perhaps an end to buildings built by private enterprise and leased back to the government that cannot stand the forces of nature, such as the building occupied by the Ministry of Defence, supposedly a bomb-proof building that had to be demolished because of earthquake damage, while buildings close by built by the Ministry of Works remained okay. Last month I mentioned how gratifying it was to see how the industry associations and the RTF had stepped up by keeping their members informed. As the industry now moves into helping the country during the important recovery phase, wouldn’t be good if these associations realised they could achieve a lot more if they were united under a single entity with a single voice? Or is this just wishful thinking? As I also said last month and will say again, well done to all those involved in moving freight by road in New Zealand. The country would be in a dire position if it were not for you. 

Something we can be sure of, however, is that eventually we are going to have to repay the money the government is making available. How will we do this? in government charges. These will not happen this year of course, we have an election coming up and its fair to say no party would go to the country saying we will increase tax and government charges, but after the election wait and see, a socialist utopia unfolding perhaps. It is a shame that we are now seeing the pain and suffering that our country is going through turning into political point scoring and to push ideological agendas. We have seen comments that

The accidental trucker

98 New Zealand Trucking

June 2020

Here at New Zealand Trucking magazine we love to see New Zealand trucks doing New Zealand truck things in New Zealand. So we want you to share just that with us by entering The Great New Zealand Trucking Video Competition! Simply send in your videos depicting New Zealand trucks doing New Zealand truck things in New Zealand for us to share on our YouTube channel.

HOW TO ENTER: FORMAT: Video must be supplied as MP2, MP4 or MOV file format Please name video files with your initials and last name. DESCRIPTION: Send a short description of the video, 30 words max. UPLOAD: “WeTransfer” the files to comp@nztrucking.co.nz.

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RULES:

Winners will be determined by the number of views over this period and prizes awarded accordingly. Winners will be announced on the New Zealand Trucking social media pages on 21 July 2020.

Video length: min. 1 minute, max. 5 minutes.

T&C: By submitting your video entries, you grant Long Haul Publications (New Zealand Trucking magazine) the right to load all videos to its YouTube channel, and for Long Haul publications (New Zealand Trucking magazine) to use the video clips, in part or whole, for promotion of the competition or in other digital content. All such video use will be credited to the video supplier. No correspondence will be entered into.

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ENTRIES: Limit of 5 entries per person. Limited to New Zealand residents only. Entries close 5 July 2020 at 5pm, no entries will be accepted after that time. All videos will be made live to the public at 5pm on 8 July 2020 to ensure all videos have the same viewing period. The viewing period is 5pm on 8 July 2020, to 1pm on 20 July 2020.

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